•llii 



1 ' I ', 1 




1^1 _.. ... 



...DIGEST... 



OF 



UINIITEID STATES 

AUTOMOBILE PATENTS 

FROM 1789 TO JULY I, 1899, 

Including All Patents Olllclally Classed As Traction-Engines For The Same Period- 



Llironologically Arranged under the General Heads of Spring, Steam, (/as. Air, lilectricity. Gearing, 

Traction-En^iiies and Miscellaneous ; furnishing All the Drawings, exactly Reproduced froi 

Originals, Claims, etc., ivith a Complete List of the References Cited against Patents ivhile 

pending as Applications, by Number, Name and Date, Interferences, Parties to 

them. Decisions, etc. Making a Complete Index for Reference . 



)ni 



TOGETHER WITH LISTS OF PATENTS IN THE CLASSES OF PORTABLE-ENGINES, TRACTION- 
WHEELS, ELECTRIC LOCOMOITVES, AND ELECTRIC RAILWAY BATTERY SYSTEMS. 



A Complete Exposition of the Patented Art of Horseless Carriages 



COMPILED BY 

JAMES T. ALLEN 

w 

E.xamincr United Stati'.< Patent Office. Compiler of United .States Patents for Cycles and ]'L'locij>edes., -Seeding MarJiines and 
Implements, Plov.'s and Attachments, Cultivators and Wheel Plovjs, and of the Weekly United Slates Electrical and 

AntoiiioHle Patents, and Other Works. 



BY AUTHORITY OF THE HONORABLE COMMISSIONER OF PATENTS. 



WASHINGTON, D. C, U..S. A. 
H. B. RUSSELL & COMPANY, PUBLLSHLRS 

1900 



V 



^ 



iH/i2 



l_ibr«ry of Conprese 

Two Copies Received 
JUL 12 1900 

Copyright entry 

SECOND COPY. 

Delivered to 

ORDER DIVISION, 
JUL 13 1900 



vopyngi 



Copyright, 1900. 
By H. B. RUSSELL & COMPANY. 



--/// rig/ifs rest'i'i't'd. 



70994 



KV 




C 



rlj 



INTRODUCTION. 

The Atitoinobile, as the word is now coinmonly understood, is a comparatively 
recent product of the inventive and mechanical ingenuity of the age. It is in a 
large measure the result of new adaptations of previous devices intended for 
locomotion under diflfei'ent circumstances, the patents for which have fallen under 
different heads in the official classification and are thus found in no one place 
in the great aggregation of patents granted in the history of the Government. 

The patents digested in this volume, therefore, have been collected from 
various classes as a result of much careful examination and searching, by which 
alone those engaged in the art can secure all that bears directh- upou it. It is 
believed that this work is complete within the lines laid down. 

The compiler has often been met with the question of including or ex- 
cluding, various kinds of patents in analogous lines, but feeling that, in stepping 
outside of what appeared to be the natural boundaries, there would be difficulty 
in -finding any place to stop, he has excluded most devices when ob\-iouslv intended 
for tracks exclusivelv and such devices as those designed onh- for storing- energ'\' 
at intervals for use in hill climbing as an adjunct to propulsion by hand or foot. 
While it is evident that the patents given here ma}- have devices analogous to those 
applied to other and very different industries, such will appear in the references 
cited against them, a complete list of which is given in the index by number, 
name and date. The value of this index can hardly be overestimated because it 
actually gives in a nutshell the standing of any class of device co\'ered by a 
patent, as well as all interferences, parties to them and the decisions. 

As the vehicles commonly known as Traction-Engines, and which have long 
been in use, have many devices especiall)- applicable to steam propulsion on high- 
ways, it has been deemed best to include the whole official class. Others, not 
officially classed with them, will be found under the regular arbitrary heads in the 
other portion of the book. 

The official lists of Traction-Wheels, Portable-Engines, Electric-Locomotives, 
and Electric-Railway Battery-Systems have also been given for the benefit of those 
who may wish to examine into those classes. 

The compiler wishes to acknowledge the kind assistance and encouragement 
of the Honorable Commissioner " of Patents, Charles H. Duell, of his assistants and 
the chiefs of the various divisions of the Patent Office. In a task of this nature, 
involving extensive researches in different divisions of the office, the assistance thus 
rendered has been of the greatest \'alue in securing promptness and accuracy. 



CONTENTS. 



DRA WIXGS. 



Spring-Propelled Carriages 
Steam-Propelled Carriages 
Gas-Propelled Carriages 
Air-Propelled Carriages 
Electrically-Propelled Carriages 
Gearing . . . 

Traction-Engines 
Miscellaneous 



DESCRIPTION AND CLAIMS. 



Spring-Propelled Carriages 

Steam-Propelled Carriages 

Gas-Propelled Carriages 

Air-Propelled Carriages 

Electrically-Propelled Carriages 

Gearing 

Traction-Engines 

Miscellaneous 

Index of References 

Lists of Other Classes 



Page. 

9 
33 
50 
107 
117 
153 
226 
445 

473 
481 
487 
517 
520 
538 
582 
669 
679 
712 



CHRONOLOGICAL LIST. 



(The Number of the Patents included in 

i — 


this Volume and the Year of tht 


'ir Issue.) 


i 

1817— 


1867- 


1872— 


182,139 


227,566 


261,005 


B. Laagdon, 


62,264 


122,849 


183,177 


228,588 


262,894 


Feb. 22 


65,199 


123,395 


1877— 


229,715 


263,159 


1825- 


69,699 


123,809 


187,348 


230,052 


264,191 


T. Blanch- 


70,804 


124,574 


187,917 


230,297 


264,500 


ard, Dec. 28 


1868— 


124.621 


188,300 


230,762 


265,499 


|fi4S 


73,051 


/ f^ 126,842 


188,866 


231,097 


265,809 


M Of O 

4,029 


75,348 


127,143 


189,248 


231,547 


266,343 


t O A'J 


75,874 


127,219 


/ 189,977 


231,569 


266,456 


1847 — 

5,205 


76,814 


127,507 


191,407 


232,375 


266,698 


80,206 


130,085 


193,737 


232,739 


267,405 


1850— 


80,377 


1873- 


195,702 


232,884 


267,589 


8,417 


1869— 


135,128 


197,485 


233,396 


267,607 


8,588 


86,573 


135,825 


1878— 


234,064 


268, 64» 


1855— 


91,018 


■ 139,997 
,'' 143,028 


200,266 


, 234,824 


268,808 


12,912 


92,306 


202,429 


;{/ 235,051 


269,496 


1856— 


92,607 


'■' 144,271 


202,853 


" 236,041 


1883— 


15,050 


93,316 


144,467 


205,212 


1881— 


270,308 


15,815 


94,068 


(R.) 19,819 


■ 205,867 


236,312 


270,982 


15,820 


94,369 


1874— 


206,759 


236,565 


210,999 


16,044 


1870— 


147,927 


207,524 


236,757 


271,343 


1857— 


101,993 


152,285 


210,206 


236,832 


271,464 


16,919 


103,102 


154,846 


1879— 


237,978 


272,447 


17,970 


104,845 


157,904 


212,358 


239,432 


272,670 


1859— 


/ 104,888 
' 105,956 


1875— 


212,839 


j: 243,880 


272,743 


26,074 


158,595 


212,889 


/« 243,881 


273,396 


26,466 


106,378 


158,923 


217,787 


244,117 


273,978 


1860— 


110,396 


160,487 


217,941 


245,841 


274,024 


26,911 
(R.) 1,125 


1871 — 


161,217 
// 163,681 
'• 165,854 


218,714 
'■ 219,452 


246,019 

247,723 


275,279 
277,784 


27,938 


110,865 


219,938 


248,235 


278,154 


28,475 


111,644 


168,117 


220,631 


249,451 


279,925 


28,955 


(R.) 4,311 

111 Tzl 1 


168,600 


221,265 


250,055 


280,428 


1861 — 


1 1 1, (61 

1 1 O 1 t ~ 


168,955 


221,266 


250,955 


280,519 


31,595 


112,13.-) 
113,767 
115,280 
j'j 115,786 
'A 115,802 
116,151 
117 759 


169,302 


221,900 


1882— 


280,999 


32,285 


1876— 


222,352 


252,044 


281,091 


32,991 


172,916 


1880— 


252,720 


281,813 


1862— 

34,471 


173,164 
173,498 


223,373 
223,405 


253,023 

254,223 


281,859 
282,022 


1864— 


(R.) 7,736 


224,427 


256,120 


282,197 


42,203 


J J. I J 1 ■ J 37 

119,138 

119,878 

(R.) 4,753 


(R.) 8,164 


224,868 


256,993 


282,299 


45,130 


(R.) 8,526 


225,027 


257,444 


282,944 


1865 — 


1 174,706 


225,050 


258,401 


284,147 


49,746 


175,601 


225,560 


258,683 


284,238 


1866— 


1871 — 


177,052 


225,695 


259,413 


284,676 


53,209 


120,611 


(R-.) 9,052 


225,827 


259,600 


285,942 


53,572 


V, 120,846 


178,809 


227,259 


259,814 


286,313 


57,696 


' 121,909 


181,220 


227,441 


260,598 


286.906 



CHRONOLOGICAL INDEX. 



VII 



287,093 


329,153 


374,016 


440,035 


4^)5,531 


550,163 


287 


939 


329 


154 


f^rf 374 
-< ' 374 


663 


n'-' 440 


234 


495 


709 


551 


493 


''//' 288 
^' 288 


753 


Ju- 330 


238 


664 


A 1 442 


777 


4<)5 


733 


551, 


867 


763 


576 


375 


307 


443 


481 


496, 


053 


552, 


271 


289 


098 


331 


276 


1888— 




1891 — 




498 


888 


552 


312 


1884— 




331 


593 


375 


815 


447 


331 


4i)() 


114 


1896- 




291 


075 


333 


360 


376 


528 


447 


6l6 


500 


022 


552 


524 


291 


300 


1886— 




376 


638 


447 


978 


500 


541 


552 


757 


292 


924 


i?,i 


658 


377 


274 


451 


144 


502 


230 


554 


319 


293 


065 


334 


333 


379 


996 


451 


648 


502 


577 


554 


421 


293 


066 


334 


623 


380 


601 


451 


811 


502 


820 


556 


340 


293 


067 


334 


978 


382 


311 


452 


562 


503 


146 


556 


760 


294 


793 


335 


497 


382 


857 


452 


5^)2 


' 503 


147 


557 


329 


294 


794 


336 


372 


383 


561 


453 


308 


504 


272 


55') 


561 


294 


877 


336 


412 


, 383 
1 j 384 


179 


.* - -^5'5 


30<) 


504 


89 4 


550 


()43 


294 


930 


336 


440 


922 


^ i 45o 


549 


50.T 


523 


560 


129 


296 


998 


337 


841 


385 


087 


455 


889 


; , '^'^'^ 


814 


561 


880 


297 


169 


339 


194 


385 


881 


458 


545 


, .; 500 


0') 1 


561 


997 


298 


001 


340 


220 


386 


798 


460 


375 


50* 


«86 


502 


2 SO 


298 


169 


340 


664 


387 


612 


464 


244 


500 


0]<) 


503 


177 


299 


427 


341 


702 


394 


460 


464 


245 


510 


7i'7 


564 


155 


299 


484 


341 


858 


304 


851 


464 


246 


1894— 




564 


584 


300 


270 


342 


596 


1889— 




464 


248 


512 


327 


565 


')()() 


))y 300 
> 300 


271 


343 


910 


3" 7 


'»76 


465 


003 


513 


773 


5()6 


769 


2'>0 


.' 343 


969 


398 


548 


465 


4"! 


513 


,850 


567 


445 


300 


397 


■ 345 


327 


400 


846 


1892- 




. 520 
' 521 


688 


5o7 


696 


300 


869 


345 


596 


401 


756 


466 


893 


,988 


5()8 


104 


301 


829 


346 


974 


402 


,322 


467 


095 


523 


,354 


568 


431 


302 


153 


347 


160 


402 


,881 


46-^ 


888 


525 


,829 


569 


175 


302 


841 


348 


,538 


403 


,000 


470 


175 


520 


,400 


569 


,343 


303 


228 


351 


112 


403 


,811 


470 


841 


1895 




U '• 570 


203 


303 


497 


351 


,733 


,„ 404 


,157 


473 


843 


532 


,016 


^ -^ 570 


395 


303 


516 


351 


,768 


' '.407 


,394 


473 


,871 


533 


.085 


570 


300 


304 


960 


352 


,220 


408 


229 


474 


738 


533 


132 


570 


440 


306 


403 


352 


385 


411 


196 


475 


597 


533 


405 


570 


441 


307 


267 


353 


155 


412 


925 


^ ^477 
,LJ All 


057 


534 


915 


570 


501 


307 


3'i8 


354 


488 


414 


173 


730 


535 


,567 


570 


052 


307 


771 


354 


605 


415 


439 


479 


832 


535 


,605 


571 


320 


1885— 




1887— 




415 


496 


480 


757 


535 


,937 


571 


392 


310 


443 


355 


891 


415 


790 


482 


5*'9 


537 


,217 


571 


964 


310 


980 


355 


,939 


417 


419 


482 


649 


537 


,lbi 


572 


030 


311 


305 


355 


940 


1890- 




482 


678 


538 


,574 


572 


051 


311 


530 


356 


265 


4ig 


284 


483 


281 


538 


,70 5 


572 


371 


312 


630 


357 


036 


421 


884 


484 


828 


530 


,013 


572 


498 


312 


633 


357 


289 


421 


902 


484 


829 


530 


,736 


573 


010 


315 


072 


357 


431 


423 


720 


484 


830 


530 


9J6 


573 


174 


314 


172 


357 


978 


424 


903 


486 


481 


540 


048 


574 


200 


314 


285 


358 


952 


425 


600 


487 


059 


541 


001 


.574 


262 


., ^14 


924 


360 


760 


426 


384 


488 


224 


542 


319 


1897— 




'} 316 


774 


360 


875 


429 


048 


1893— 




■ 542 


521 


574 


762 


317 


583 


361 


024 


430 


833 


489 


811 


543 


839 


574 


818 


317 


903 


. 363 


,346 


431 


993 


489 


865 


543 


,094 


575 


639 


319 


344 


363 


,415 


■ 433 


488 


490 


983 


544 


636 


576 


158 


320 


743 


363 


,587 


434 


131 


491 


040 


544 


955 . 


576 


517 


320 


752 


363 


,966 


434 


624 


491 


385 


545 


287 


576 


538 


321 


005 


364 


,411 


435 


493 


491 


846 


545 


,962 


576 


764 


322 


071 


364 


866 


436 


267 


491 


892 


547 


205 


577 


167 


324 


749 


365 


788 


436 


.931 


492 


303 


547 


,441 


577 


185 


325 


768 


366 


,226 


438 


010 


492 


637 


547 


,511 


577 


716 


326 


994 


367 


,912 


438 


168 


493 


0.S2 


548 


,470 


578 


651 


327 


807 


368 


,772 


438 


273 


494 


,641 


549 


,160 


578 


888 


329 


003 


. 372 


022 


439 


395 


495 


,182 


549 


,795 


579 


,554 



v/// 



CHRONOLOGICAL INDEX. 



579,663 


5*:) 1,595 


601,274 


609,443 


! 

; •616,267 


i 624,510 


579,890 


592,682 


601,440 


609,811 


1899— 


624,680 


581,278 


593,248 


601,545 


609,834 


617,040 


625,772 


581,816 


593,357 


601,731 


609,955 


i 6i7,33j 


625,808 


581,951 


503,470 


602,283 


610, 177 


617.640 


' 625 953 


582,317 


503,542 


602,302 


610,460 


617,810 


626,022 


582,539 


593,652 


602,310 


610,466 


617,084 


626,077 


582,635 


594,338 


602,594 


610,503 


618,037 


626,204 


583,018 


594,511 


602,618 


f)l 0,871 


618,244 


626,205 


583.154 


594,805 


602,621 


11,166 


618,525 


626,483 


583,500 


594,866 


603,047 


611,258 


618,637 


626,666 


583,749 


595,203 


603,198 


611,635 


618,015 


626,735 


583,809 


595,254 


603,518 


• •■■ 611,711 


619,505 


626,967 


584,127 


596,272 


604,006 


612,017 


619,527 


I'h 626,006 
-" ' 627,066 


584,169 


596.273 


604,237 


612.026 


620,030 


584,218 


598,274 


604,332 


612,360 


620,325 


627,133 


584,666 


596,281 


604,754 


612,506 


620,431 


627,190 


585,159 


1898— 


604,874 


613,272 


620,439 


627,201 


585,251 


596,480 


605,070 


613,399 


620,735 


627,282 


585,371 


596,901 


605,243 


613,420 


620,968 


927 359 


586,084 


597,042 


605,445 


(R.) 11,724 


(R) 11,760 


627,503 


586,606 


597,389 


605,845 


613,732 


621,483 


627,523 


586,871 
586,873 


597,394 
597,466 


606,311 
606,959 


614,709 
614,781 


621,532 
. 621,684 


627,842 


587,714 


597,594 


607,014 


614,907 


622,235 


Designs. 


588,103 


598,228 


607,116 


614,918 


622,729 


26,-523 


588,877 


598,314 


607,308 


614,992 


623,037 


26,524 


589,001 


598,819 


607,318 


615,157 


623,224 


27,663 


589,531 


599,912 


(R.) 11,780 


615,360 


623,383 


Trade = Marks. 


589,710 


600,754 


607,997 


615,430 


623,651 


25,005 


589,906 


601,205 


608,517 


616,089 


623,820 


27,916 


591,027 


601,218 


608,968 


616,153 


624,319 


28,462 


591,398 


601,225 


609,253 


616,257 


624,414 


29,695 



SPRINGS. 



Chronological Arrangement of all Drawings in Spring^Propelled Carriages, 

1789 to July 1, 1899. 



W. K. CHASE. 
Velocipede. 



No 53,672. 



Patented Apr. 3, 1866. 



Jft^^. 







InvenJbr, 






\ 

% 










10 



SPRINGS 



D S. FI3HER. 
Velocipede. 



No ti5,199. 



2 ShceL— Sheet 2 



Patented May 28, 1807. 







Witnesses! 






^■ 



D A PRATT. 

MOTIVE POWEB FOR LOCOMOTION AND OTHEB PCaTOBES. 

No. 69,699. Patented Oot. 8. 1867 







T. RHOAOS. 
Propelling Vehicles 



No, 76,814. 



Patented April 14, 1868, 



0. D. PAORICK. 
Self Propelling Vehicle. 



No. 80,206. 



2 Sheets— Sheet 1. 



Patented July 21, 1868. 







^cPfu 



'UcMt^ 







iiiiiiiirT^ 



^&rtw<fy ■ ll fill 



0t«L^ ^—i* V--<i— — 



SPRINGS 



No. 80,206. 



0. D. PADRICK. 
Self Propelling Vehicle, 



zr.y:3. 



2 Sheets— Sheet 2. 



Patented July 21, 1868. 




^'■r" %^^ 










No. 80.377. 



J, WHITEHEAD. 
0iKBIA3E. 

Patented July 28, 1868. 



y%..y 



i-\ =* 




-^3 — I* 



^> -e. 







■ /mrc?ito}-. 






J. A. MORRELL. 
Velocipede, 



T. A, HARES, 
Propelling Carriages. 



No. 86,573. 



Patented Feb. 2, 1869. 



No, 92,306. 



Patented July 6, 1869 





S-ig,3. 







Tfiinessf^. 



fnren/tr. 



dOTfi* 



. v^ 






iCl^ 



^O/Qnuny/ 




eU6f 



12 



SPRINGS 



No. 92,607. 



T. U i H. H. HAMILTON. 
Traction Engine. 



/^/c. / 



Patented July 13, 1869. 




_25toe/K'^/' 







CZ^^c^. 



.taw&x-. 



A. W. BROWNE 
MEOffANICAI, MOTEMtNT 



No 94,068. 



Patented Aug. 34. 18 




''''^"•:^ MuA. 



btvtui/ui', Jr. /7r(i'^%'Z»:«'3>z.«^ 



%£.f -gU^ 



ya^ir^^^^^e^'^^^e<'**>^- 



2 Sheets— Shoet L 



No. 101,993. 



F. J. FORSYTH, 
Velocipede. 

Patented April 19, 1870. 



No. 101,993. 



2 Sheets— Sheet 2. 

F. J. FORSYTE. 
Telooipede. 

Patented April 19, 1870 




~^'^££re ^ 











.W^t'S'^'iT. 






SPRINGS 



13 



No. 160,487, 



W. 0. UMSTEAO. 
Han dv-C af r i a g e . 



3 Sheets--Slieet I. 



PalenleiJ Morcli 2, 1875. 







fJ<'r£JfTOII 
' ^ JtUirru 



W. 0. UMSTEAD. 
Hand-Ca 



No, 16 




3 Sh*ets--Sh«el 2. 



M>fch2, 1675. 



C*t^ ^r^%*t^ / ^Z^yyTfe^ j^^l 



I.VVKXTtilt 



^&^^/^, 



^^ Altonti'i 



No, 160,487 



W. 0. U»)ST,EAD. 
Hand-Carriage. 



3 Sheets-'Shect 3 



Patented March 2, 1875. 



No, 169,302, 



F. S. SEA6RAVE. 
Velocipede. 



2 Sliel!ls--Sheel I 



PatenloJ Oct, 26, 1875, 




^, 



y^ 



_3 



^0 



^ 



wi r/vnssr.'i 



LVVrXTOH 



^' fi^-'^^&u 



^J' .mcrn,u 










^4^^^T< 



i-i 



SPRINGS 



F. S. SEAGRAVE. 
Velocipede. 



No. 169,302. 



2 Shools--Sheel 2. 



PileriiBd Od. 26, 18?5, 







I Sheets— Shef:t 1 



J, A. MOOKE. 
Spring-Propelled Carriage. 

No. 223,373. \y Patented ias^/fSSO. 







l> v^'^y. ^ 




2 SheetB-Sbeet i 

J. A. MOORE. 
Spring-Propelled Carriage. 

Patented Jan. 6^1880. 



No. 223,373,, „ 



iHo model.) 



No. 233,396. 



K. BEEGER. 
Velocipede. 

Patented Oct. 19, 1880. 





/f^ctroesaeA- 






SPRINGS 



15 



No. 234,064. 



3 sheeta— sttset 1. 
B. RIEDER. 
Velocipede. 

Patented Nov. 2, t880. 











O^ 



No. 234,064. 



2 81i«ete->SB««t s 

B. RIEDER 
Velocipede 

Patented Nov. 2. 1880. 



.^s^^ .z^^ 







(No Uodei.) 



3 Sheets— Sheec j 



p. QUIN. 

8PSIR0 MOTOR TOE 0AEEIA8E8. 

No. 267,589. Patented Nov. 14, 1882. 



(No Model.) 



3 BI)6«tl~8heet 2. 




Wu^ 



Smrtnt/r: 






p. QUIN. 

SPBINS UOTQB FOB 0ABBIAS£8. 

Ko, 267,689. Patented Noy. 14, 1882. 







i^ 



■ i^fmTit Gu*0f 



16 



SPRINGS 



t 8Iieet8~Sheet 3. 



(■0 aoiBi.) 

P. QUIN. 

BPEIHO MOTOB FOB OABBIAOES. 

No. 267.689. Patented Nov. U, 1882. 




t6BS,a 



Vrat&f. 



^^^%^^^ /.r iT&^^2U4 ^ 



(Kolal.) . : Slittu— >Ii««i 1. 

S. N. SILVER. 

VELOCIPEDE. 

No. 267,607. Pstented Nov. 14, 1882. 




(Ilotgl.) 3 s&eeti— Bbeet t. 

S. N. SILTEK 

TELOOIPEDE. 

No. 267,607. Patentsfl Not. 14, 1882. 



(Ho Model.) 



2 Sheetfl— Sheet I. 




C. H. JENNE. 

SFBINS MOTOB FOB BOAD WAGONS. 

Ho. 287,939. Patented Nov. 6, 1883. 



TlV.i 




ATTOBKEIS. 



Mbi 



£M£^ 









-^ »C.U« b^,,^^,^ 



SRR/NGS 



17 



(Ho Uodel.) 



bcela— Sheet 2. 



C H. JENNE. 
SFEINU MOTOK FOE SOAB WAGONS. 

No. 287,939. Patented Nov. 6, 1883. 



^^^ 




A. LEWIS. 

SPEINO AND WEIGHT MOTOE. 



3 Sbeota— etiuet 1. 



No. 298,001. 



Patented May 6, 1884. 
















Rita Tn sxj^ 



(Bo Mode].) 



3 Sheets— Sheet : 



A. LEWIS, 

SPEINS AND WEIGHT MOTOE. 

No. 298,001. Patented May 6, 1884. 



(■• M>M ) 



3 Sheets— Sheet 3. 



A. LEWIS. 

SPBIBQ AND WEIGHT MOTOE. 

No. 298,001. Patented May 6; 1884. 














Jhuantoz 

Rffn-rnKi, 



18 



SPRINGS 



(No Hoilol.l 



.3 Sliotls-Slieol 1 



R. H, GARLAND. 

SPRING MOTOR FOR PROPELLING VEHICLES. 

No. 311,305. Patented Jan. 27, 1885. 




Witnesses 



ly.M , 




Inventor. 



(No Motiel.) 



S SheetB—Siieet 2. 



R. H. GARLAND. 

SPSmO MOTOR FOR PROPELLING VEHICLES. 

No. 311,306. Patented Jan. 27, 1885. 



Fu(.3. 



FufA. 




Witnesses: 



'^^^.?-^ cC-e-t-j 



■//^ '/2.-^^ 



Inventor: 



(No Model. I 



3 Sheets— Sheet 3. 



R. H. GARLAND. 

SPRING MOTOR FOR PROPELLING VBHIOIES. 

No. 311,305. Patented Jan. 27, 1885. 



(NoUodel.) 



5 Sheets— Sheet l 




A., W. & E. SCHWICKERT. 

SPRING PROPELLED CARRIAGE. 

No. 322,071. Patented Jnly 14, 1885. 



^^^^^^^te^^-^^fa^' 



Witnesses: 



Irwentor: 







SPR/NGS 



19 



(Mo Model.) 



5 Sheets— Shoot 2. 



A., W, & E. SCHWICKEET. 
SPRING PROPELLED 0ASBU8E. 

No, 322,071. Patented July 14, 1885. 










INo Model.) 



6 SheetH— Sheet 3 



A., W. & E. SCHWICKEET. 

SPBINO PROPELLED CARRIAGE. 

No. 322,071. Patented Julv 14, 1885. 




Fi^.4. 







tli.».,A.' 



(No Model.) 5 Sheets— Sheet i 

A., W. & E. SCHWICKEET. 

SPBINO PEpPELlED CAERIABE. 

No. ? 22,071. Patented July 14, 1885. 



(No Model.) 5 Saeets— Sbeet 5. 

A., W. & E. SCHWICKEET. 

SPSINS PROPELLED CASEIAOE. 

Ng.,322,071. Pate nted July 14 , 1885. 



Fid. 7. 




Fi^.lO. 



7r£^:;2. £'jr^^yS'. 








20 



SPRINGS. 



(»o Model.) 



No. 324,749 



J. W. BXTRROUGHS. 

VELOOIPEDE. 

Patented Aug. 18, 1885. 



(Ho Model.) 



5 Sheets— Sheet 1. 




G. B. BERRELL. 

SPEIMa PROPELLED 7EHI0LE. 

Ko. 326,003. Patented Oct. 27, 1885. 




WITNESSES: 



, DTTENTOE'. 



/UteeC. 



Q^,/Q^ C&Si--^ 



(y cy Ju-rentav: 



ATTOBNEYS. 



(No Model. > 5 Sheets— Sheet 2. 

G. B. BERRELL. 

SPRINO PROPELLED TEHIOLE. 

Mo. 329,003. Patented Oot. 27, 1886. 



(No Uodel.) 



5 Sheets— Sheet I 



G. B. BERRELL. 

SPRIN8 PROPELLED TEHICLE. 

No. 329,003. Patented Oot. 27, 1885. 




-;^^.y^C?<:^2.M^ 





ty '^jTu-^ 



.Tar^entsT- 



Jlttasi: 






Jar^a'ataT: 



'^.-y. 



SPRINGS 



21 



(Ho Hodsl.) 



eetB— StieBt 4. 



G. B. BEREELL. 
SPEINS PROPELLED VEHICLE. 

No. 329,003. Patented Oot. 27, 1886. 




JLtteet: 







(Ho tfodel.) 5 Sheets— Sboet 6 

G. B. BEERELL. 

SPEINO PROPELLED VEBIOLE 

No. 329,003. PitoDted Oot. 27, 1B8B. 






'^ <^T=i<&fe?«-^^fe<^ 



(lo Motel. J 



Ho. 361,768. 



z BbeetB— Sbeet I. 



J. HENET. 

IBIOTOLE. 



Patented Nov. 2, 1886. 



(lo Hodel.) 



No. 361,768. 



2 Sheets— Sheet 2. 

J. HENET. 

TEIOYOLE. 

Patented Nov. 2, 1886. 





WITNESSES. 



/NVEfirOfi. 



WITNESSES. 






INVENTOR. 



22 



SPRINGS 



(Ko Hodel.) 



4 SbeetB— Sbeet 1. 



D. M. PFAnTZ. 

SPRINO PROPELLED VEHICLE. 

No. 357,289. Patented Peb. 8, 1887. 



=235- 







.^'^//''X^u.^U^ 



(Ng Model.) 



4 Stieetfl— Sheet i' 



D. M. PFATJTZ. 

SPRING PROPELLED VEHICLE. 

No. 357,289. Patented Feb. 8, 1887. 




_D jC " , 



jPrj.3. 







(No Hodel.) 



4 Sheets— Sheet 3. 



D. M. PFAUTZ. 

SPRING PROPELLED VEHICLE. 

No. 357,289. Patented Feb. 8, 1887. 



(No Model.) 



4 Sheets— Sbeet 4- 



D. M. PFATJTZ. 

SPEINC PROPELLED VEHICLE. 

No. 357,289. Patented Feb. 8, 1887. 





Witnesses 









invpniun 



SPRINGS 



23 



(No Model.' 

C. M. REED & ¥. C. FEAZEE. 

TRICTOLB. 

No. 361,024. PatentedApr. 12, 1887. 




WIIXXSSES. 






y- (y coaxr 



No. 382,311. 



•.' Shteu— Shed 1. 

B. W, ANNIN. 

LOCOMOTIVE VELOCIPEDE. 

Patented May 8, 1888. 
/ 







Sl'lUCKtOE, 



^ri/ti--^~£ Jtr-Zi.n 






(Ho Model.) 



2 Sheets— Sbeet ^ 



B. W. ANNIN. 
LOCOMOTIVE VELOCIPEDE. 

No. 382,311. Patented May 8, 1888. 



(No Model.) 



3 Sheets— Sheet 1 




J. F. SINKLEE. 

SELF PROPELLING CARRIAGE. 

No. 386,881. Patented July 10. 1888. 



-^i^ '/■ 



^•■n-f 







3ii ucvitot. 










S^i 



24 



SPRINGS 



3 Sheets— Shett 2 




^— •^^?^-'^*^ rt^-i-i'v.^i.,-^ 






^^y ^ll'^nst,^ 



Sheets— Sheet a. 



J. F. sinkler; 

SELr PR0PELLIN8 OAERIABE. 

No. 385,881. Patented July 10, 18 

7 




-^liC.^'-^^a^-t,..*^^^,,^ 



";%«it^Qttoi "fty^ 



Ho Mode!.) 2 Sheets— Sheet l. 

J. McE. ROGERS. 

SPBINfl PROPELLED VEHICLE, 

Patented Apr, 1, 1890. 



No. 424,903. _3 




iNo Model.) 2 Sheet3— Sheet 2. 

J. MoD. RO&ERS. 

SPRINS PROPELLED VEHICLE. 

No. 424,903. , Patented Apr. 1, 1890. 

iilUU ™' irTTTTMO -?'lf-^- 










J^-nt/en^of- 






SPRINGS 



25 



(Do Model.) 



Ho. 438,273. 



2 Sbeets— Sheet 1. 

A. E. MILLER. 
TEIOTOLE. 

Patented Oct. 14, 1890. 








No. 438,273. 



2 Sheets— Sbeet 2 
A. E. MILLEE. 
TRIOYOLE. 

Patented Oot. 14, 1890. 



j^V. *. 





Wit™ 



Ii)^«i)tdp 






fSo Model.) 



4 Sheete— Sheet 1. 



D. L. KLAHE. 

TBIOTOLE. 
'Ho. 447,331, Patented Mar. 3, 1891. 



D. L. KLAHE. 

TEIOTOIE. 



4 sheetB— Sheet 2. 




No. 447,331. 



Patented Mar. 3, 1891. 



Wilijftasad 










Wilj)««aKs 



JkwiUwIi.Klahr 



% "bis glStTt)^^, 



cJ^r^DA^juu.-^ <:^^?eU,^^ 



26 



SPRINGS. 



No, 447,331. 



4 SbeetB— Sheet 3. 

D. h. KLAHE. 

TEIOYOLE. 

Patented Mar. 3, 1891. 




SeuiCUalJu. Slakr 






i StieetB— Sheet 4. 

D. L. KLAHR. 

TRICYCLE. 

Patented Mar. 3, 1891. 







naVLlJjEbL.Klahr 



l]Qveijhi[" 



P. BRIGGS. 
SPE1N8 PSOPEIIZD VEHICLE. 



3 Sheets— Slteet l. 



F. BRIGGS. 
SPRING PHOPELLEB VEHICLE. 



3 Sheets— Sheet i. 



Ko. 452,662. 



Patented May 19, 1891. 



No. 452,662. 



Patented May 19, 1891. 











'^^ a. Pu^. 



5 ^iryxycroxs 

J'knt/ (ttZu' 



SPRINGfi 



27 



(NoModel-i 3 Slieetfl— Stf;it .■ 

F. BEIB&S. 
SPEIN8 PBOPBLIED VEHIOLE. 

Ho. 452,662. Patented May 19, 1891. 



^ea.6- 



(No M'Ml^l ) 



olieeis— stieet 



D. I. LYBE & W. 0. NICKLES. 
VELOCIPEDE. 

No. 436,893. Patented Jan., 12, 1892. 





C* JhcerflOT': 

I dmou PuaJT.. 



WU" 









(No Model.) S Sheets— Sheet 3 

B. I. LYBE & W. 0. NICKLES. 

VELOCIPEDE. 

No. 466,893. Patented Jan. 12, 1892. 



J CfJt'. 



D. M. PFADTZ. 
SPRING PROPELLED VEHICLE. 



3 Sbeeta— Sheet 1. 



No. 490,983 



Patented Jan. 31, 



Z!/- 




"7!/^ 




^IVitiieaftca 






se>) x^zii attoi 







SDanuAMrPftxtOx. 



28 



SPRINGS. 



(Ho Hodel.) 



3 Sbeeta— Sheef. 2, 



D. M. PFATJTZ. 

SPEINO PROPELLED VEHICLE. 

No. 490,983. Patented Jan. 31, 1893. 




J}tvertZar 

•MjPfajuiZ 



(No Kodel.) ■ 



; Shoete— Sbeet 3. 



D, M. PFAUTZ. 

SPRIN8 PROPELLED TEHIOLE. 

No. 490,983, Patented Jan. 31, 1893. 










t.Ao Model.) 



2 buoets— Sheet 1. 



C. E. NEWMAN. 

BPEINS PHOPEHED TEHIOLE. 

No: 602,677, Patented Aug. 1, 1893. 



(Ro Uodel.) 



2 Sheets— Sbeet 2. 



0. E. NEWMAN. 

SPRIS8 PROPELLED TEHIOLE. 

Ho. 602,577. Patented Ang. 1, 1893, 



^^If^-"^-^. ^ 




"^A 





/ 


/ 


1 

/ 




ite! 




1-*^ 


/? ^ 











Uh-^i 



OT-P^,Gpi'^ 













SPRINGS 



29 



(Nd Model.) 

e. K. RICE. 
INTIROEANGEiBLI.OOIL SPSINO MOTOR AND BRAKE FOR 
BIOyOlES OR TRIOTOLES. 
No. 533,085. 



Patented Jau. 29, 1895. 




finesses. 



Ihvertto?- 






(No Uodel.) 



2 sneets— Sheet 1 



E, G. H. STEIN. 

SPRIKS OPERATED MOTOR OR APJARATOS. 

No. 542,839. Patented July 16, 1895. 







iMo Model.) 



2 SbectB—Sbeet I. 



E. G, H. STEIN. 

SPRING OPERATED MOTOR OR APPARATUS. 

No. 542,839. Patented July 16, 1896. 




A \\ II — I INVEHTOn 

^ tTTOnHEt.^^^ 



No. 544,636. 



•£ isDeets— Sueet 1 

A. M. BROWN. 
POWER WHEEL. 

Patented Aug. 13, 1895. 




30 



SPRINGS. 



2 Sheets— Sbeet 2 



No. 544,636. 



A. M. BROWN. 

POWER WHEEL. 

Patented Aug. 13, 1895. 




(No Model.) 



2 Sheets— Sheet 1 



A. BDRDICK 85 H. T. WETZEL. 

SPRING MOTOR FOR VEHICLES. 

No. 544,965. Patented Aug. 20, 1895. 




WitncsseNr 






Attorney.5 



(No Model.) 2 Sheets— Slieet 2. 

A. BtJRDICK & H. T. WETZEL. 

SPRm(3 MOTOR FOE VEHICLES. 

No, 544,965, Patented Aug. 20, 1895. 



(Ho Model.) 



2 Sheets— Sheet 1. 
A. D. MAGGART & L. EARNHART. 

3PEIN0 POWER FOE BICYCLES. 

No. 551,867. Patented Deo. 24, 1895. 




^.*. 



VViines:ses: 




Inventorj 







^^jfhe^r J\r^Ttyty. 



Ijeroytjarrujccrt, 



Cf^/S^^z-tr^^t-^^ 



SPR/NGS. 



31 



So Slodsl ) 2 SlooU-Slloet 8. 

A. D. MAGCAET & L. EARNHART. 
SPEING POWEE FOE BICYOLBS. 

Patented Beo. 24, 1895. 







A. B. ANDREWS. 
AOTOMATIC VEHICLE AND MOTOR POWER. 

No. 559,561. Patented May 5, 1896. 







j^^ 



art. 













<^?K 



(Ko Model. ) 2 Sheets-Sheot 1. 

H. N. RETELLE, M. M. FORD & J. W. KELLEY. 

TKAOTION MOTOE. 



No. 572,371 



Patented Dec. 1, 18 




(No Model ) 2 SbeetR— Sheet 2 

H. N. EEVELLE, M. M. FORD & J. W. KELLEY. 

TEAOTION MOTOE 

Ko. 572,371, Patented Dec. 1, 1896. 




Witnesses 



INVCNTORS. 



32 



SPRINGS 



No. 584,169. 



G. M. STOCK. 

VEHICLE MOTOR. 

Patented June 8, 1897. 







STEAM. 



Chronological Arrangement of all Drawings in Steani'-Propelled Carriages, 

1789 to July 1, 1899, ' 



R, H. LON&. 

PE0PELLIN8 PASSEHaER OARS BT STEAM. 

No. 26,911. Patented Jan. 24, 1860. 




jr^/,/2S.. 



Fovhble 0hafn E'n£/me. 



t 










34 



STEAM 



J. E. FISHER. 
Traction-Wheel Steam-Carriage. 



2 Sheets— Sheet 1, 



No. 



1,987, 
32,991. 



Patented Aug. 6, 1861. 







J. K. FISHER, 
Traction-Wheel Steam- 



No. 



1,987, 
32,991. 



2 Shecte — Sheet 2. 



Patented Aug. 6. 1861 










M. FLETCHER. 
Passenger Car. 



No. 57,696, 



2 Sheets— Sheet 1, 



Patented Sept. 4, 1866. 



M. FLETCHER. 
Passenger Car. 




No. 57,696 



2 Sheets— Sheet 2. 
Patented Sept. 4, 1866. 



Inventor, 



Witnesses, 



^■^^'^^ l^^^r^-TK. 




Inventoff 



STEAM 



35 



2 Sheets— Slioet 1. 

Z. p. DEDERICK & I. OEASS. 
STBAM OAKHIAOX. 

No. 75,874. Patented Mar. 24, 1868 










2 Sheels— Stieet . 

Z. p. DEDERICK & I. GRASS. 
SIEAM CASRIAGE. 

No. 75,^74. Patented Mar. 24, 186e 











I, A. SABIN, 
Steam Road -Vehicle, 



C. W. HEEMANCE. 

STEAM ROAD WASON. 



No, 104,888, 



Patented June 28, 1870. 



No. 111,644. 



Patented Feb. 7, 1871. 



.?v-^- 




|"g I mi l l 1 1 L |(?f^f rTmi i 















/«.i^^ 



^ra^v-^- 



36 



sr£/i/w. 



No, 4,311. 



C. W. HERMANCE. 

STEAM SOAD WASON. 

Eeiasned Mar. 28, 1871. 



Ji^y 







Jfurolor. 



No. 111,761. 



t bheetE~3h.et I 

J. B. McKINLET. 

STEAM LAND OARBIAGE. 

Patented Feb. 14, 1871. 







No. 111,761. 



2 SheeiE— Sheel 2 

J. B. MoKINLEY. 

STEAM LAND OARSIAOE. 

Patented Feb. 14, 1871, 



F. AL&ER. 

STEAM OABBIASE TOE OOMMON BOAOS. 

No. 116,802. Patented June 13, 1871. 



-^r^V 





P%l 




PS i 










--"'^^JtX^S^"'' ^--^^ 



STEAM. 



2 Shsett-Shatl I. 

• L. G. PERREAUX. 
Improvement in Velocipedes. 

No. 124,621. „.. , j^PaHnted March 12, 1872. 







If Jf^i^o^^. 



■'^ 



37 



2 5iU8ti-Sheet 2 
L. G. PERREAUX. 

Improvement in Velocipedes. 

No. 124,621. Pttioled March 12, 1872. 



rig./O 



J-ig.//. 




^V f- 




J'v/- 




VUhojst 



^•iflAJOMA^ 






No. 139,997. 



D. H. BALL. 
Traction Enginos. 



3 Sheels--Sheel 1. 



Palsnied Jiinsl7, 1873. 



No. 139,997. 



D. H. BALL. 
Traetloi Englnti. 



3 SheetS'-Sheet 2. 



Palenlad June 17, 1873. 











38 



STEAM 



m. 139,997. 



D. H. BALL. 
Traction Engines. 



3 Stie«ls--Sheel 3. 



Patented June 17, 1873. 




-2FV. rf-. 




No. 178,809. 



A. B. STICKSET. 
HOAB-WiOOH. 

Pateoted June 13. 1876. 



^fV. 




J^ff.%. 



a 









at^ 



r-nnCJi i li hti' P 






X 

C 



¥=°i 



fes 



tzi. 



V 



1=1 




WITNESSES 



INVEMTOR, 



No. 183,177. 



J. U. LACCE. 

STEAU-CABEIAGE. 

Patented Oct. 10. lS7e, 



No. 189,977. 



G. W. WADE. 
STEAH EOAD-WAGOK. 

Pltented April 24, 1877. 




■m i ll f^n i- i^ iiiiiii i 





tiimri ^ I'JiiiiiiiiiiiiM ^ 

WITNESSES: 












WITNESSES I 

6.77^ 



IWrtKTOa: 



iTTomns. 



JTTOBNETS. 



STEAM 



39 



No. 281,091. 



, .„„ 2 Stieatj— Steet 1 

9. A. LONQ. 
STZAM SOAD VEHICLE. 

Patented July 10, 1883, 




WTniIS8ES|^ 



BY MM-^^-i^ 



No. 281,091. 



2 Sb«eti— 3Ii«*t 2. 

G. A. LONG. 

STEAM BOAD VEHICLE. 

Patented July 10, 1883. 




.^ 






BY Ma,^..^^^ 



No. 282,299. 



I. S. FREEMAN. 

TSACTION EN8INE. 

Patented July 31. 1883. 



J. S. WOOLSEY. 

ROAD EHSIire. 

Patented Oct. 2, 1883. 






N 

e 



WITN ESSES : 





jerct.s. 



ATTOEHEYS. 







40 



STEAM- 



(No Model.) 



No. 346,327. 






(Qc/^tic^<^.c^ 



W. R. SELF. 

STEAM VEHIOLE. 

Patented July 13, 1886. 







(No Model., 



No. 360,760, 



L, D. COPELAND. 

STEAM TSICTCLE. 



I Sheets— Sheet 1 



Patented Apr. 5, 1887. 



witnei5se:e 




IMVEIMTOPf 



Ho. 360,760. 



L. D. COPELAND. 

STEAM lEIOTOLE. 



3 Sheets— Sheet ! 



Patented Apr. 5, 1887. 



(No Model.) 3 Sheets— Sheet 8. 

L. D. COPELAND. 

STEAM TEIOTCLE. 

No. 360.760. Patented Apr. 5, 1887. 








iMVE:M-raF=i 



STEAM 



41 



No. 365,788. 



S Sheets— Stieot I. 
J, H. BULLAED. 

STEAM SOAD VEHI&IE. 

Patented July 5, 1887. 




No. 386,788. 



8 9baetB— Sheet 2 

J. H. BULLAED. 

3TEAM ROAD VEHICLE. 

Patented July 5, 1887. 










(No Model.) 



J. H. BULLAED. 

STEAM EOAB VEHICLE. 

Patented July 5, 1887. 




No. 365,788. 



J. H, BULLAED. 

STEAM EOAD VEHICLE. 

Patented July 5, 1887. 
















42 



STEAM 



(No Model.) 8 Sleets— Sheet 5. 

J. H. BTJLLAEB. 

STEAM SOAD VEHICLE. 

No. 365,788, Patented July 5, 1887. 

n 







■•^^,^,^^:i:..,-^dL. 



^^ j^7^^£^,c~r^ 



1 Sheets— ShriCt 5 



No. 365,788. 



J. H. BITLLARD. 
STEAM ROAD VEHICLE. 

Patented July 5, 1887. 







.^/:^i«ss»j^ 



/^ ^4^^,^ 



Ho. 365,788. 



8 Sheets— Sheet T. 

J. H. BULLARB. 

STEAM EOAD VEHICLE. 

Patented July 5, 1887. 



(No Model.) 



No, 366,788. 



8 sheets- Sheet 8. 

J. H. BULLAEB. 

STEAM EOAD VEHICLE. 

Patented July 5, 1887. 

















STEAM 



2 Sneeta— Sheei 1. 



No. 398,548. 



H. B. SMITH. 
STEAM TRIOTOLE. 

Patnnted Feb. 26. 1889. 




jTivenjCar: 



43 



fio. 398,548. 



2 Sbeets— SLeet S, 

H. B. SMITH. 

STEAM TBIOTOIE. 

Patented Feb. 26, 1889. 




jyuje/tCor- 



^!ili,.^.%a. 



9^ 



'"» •"""'■) 2 Sheets-Sheet l 

A. C. MAESHALL. 

STEAM ROAD VEHICLE. 

Patented Oct. 14, 1890. 




L n E 5 5 es 



V\/it 



/AndersDn C.JVIarEViall 



No. 438,16 



S Sheets— Sbeet 2 

A. C. MARSHALL. 

STEAM ROAD VEHIOLE. 

Patented Oot. 14, 1890. 




WiLnesSEB- 



J. 

nyerjtor.- 

AndErBari C!. MarsViall 



ByOciu««-(tJ>fcttCCt-u>t< 



44 



STEAM. 



A. PHILION. 

STEAM OARKIAQE. 



3 Sheets— Sheet I 



No. 482,649. 



Patented Sept. 13, 1892. 



zz-ty.j!.. 




Wz-&n^£CS 







3 Sheets— Sheet 2 



No. 482,649. 



A. PHILION. 

SI£AM OABEIAOE. 

Patented Sept. 13, 1892. 



=rfcy. .S 



« IL JB 




:£-zff.1^. 




vrr:-h^l,^scs : 



\ja*iuMlalJ-^v 






(Ko Model.) 3 Sheets— Sheet 3 

A. PHILION. 

STEAM CAREIAQE. 

No. 482,649, Patented Sept. 13, 1892, 



(No Model.) 



) Sheets— Sheet 1 



S, J, SAIJRBREY, 

STEAM PROPELLED VEHICLE, 

No. 488,224. Patented Deo. 20, 1892. 




3^..f. 




Jft/ntyi^e^; 



jjCMly^ijP^tL^ 







f^rfr^^j^'t '/ 



STEAM 



45 



G. J. SAaRBRET. 
STEiM PROPELLED VEHICLE. 



i Stjeels— Sheet 2. 



No. 488,224, 



Patented Dec. 20, 1892. 







:\iij ^ dttoiHtij* 



Sheets— Sht-el 3 



No. 488,224. 



G. J. SAHRBRET. 

STEAM PROPELLED VEHICLE. 

Patented Deo. 20, 1892. 










iNn Mode] ) 



a sneetB— Sheet 4 



G. J. SADRBRET. 

STEAM PROPELLED VEHICLE. 

No. 488,224. Patented Dec. 20, -1892. 



(No Model.' 



S Sheets— Sheet 5. 



G. J. SADRBRET. 
STEAM PROPELLED VEHICLE. 

Ho. 488,224. Patented Deo. 20, 1892. 











iT>,j ic atiot,„,|<. 



.46 



STEAM 



No, 488,224. 



8 Sheets— Sheet 6, 

6. J. SADRBRET. 

STEiM PROPELLED VEHICLE, 

Patented Deo. 20, 1892. 







0. J. SAURBREY, 
STEAM PROPELLED VEHICLE, 



8 Sheets— Sheet 7 



No. 488,224. 



Patented Deo. 20, 1892. 




WpO^S. 






clllUC-*! I'd- 






(No Model.) 



8 Sheets— Stieet 8. 



G. J. SAUEBRET. 

STEAM PROPELLED VEHICLE. 

No. 488,224. Patented Deo. 20, 1892. 



J. M. RICHMOND. 

STEAM VEHICLE. 



No. 496,709 



Patented Apr. 18, 189a. 




JPP^.i. 



^t-jS. £. 






p 3nue.-(atoi 




Jos ion HJiwUmoncl . 






(S^€^^z.'*^>-^r^ . 



STEAM 



47 



No. 509,919. 



H. W. LIBBEY. 

BICYCLE. 

Patented Deo. 5, 1893. 







OJ^os*s»^. 



I. H. DAVIS. 
MOTOB ATTAOEHENT FOR BIOTOLES. 



No. 668,164. 



Patented Sept. 22, 1896. 



fTirl. 



^ifv-? c:^- 




Witnesses: 
^ Jr. M — :.^ 



NVENTD r: 



r^^f^^_ 



No. 583,809. 



H. W. LIBBEY. 
STEAM BICYCLE. 

Patented June 1, 1897. 




Fid .2 




~T '^ d li <(' -»■ 



Fig.3 







^%^ 






No. 584,666. 



S Sheeu— Sheet 1. 
A. B0LL£E, FILS. 
MOTOR YEHIOLE. 

Patent.ed June 15, 1897. 










48 



STEAM 



No. 584,666. 



3 Sheets— Sheet 2. 

A. BOLLfiE, FILS. 

MOTOB VEHICLE. 

Patented June 15, 1897. 










3 Sbeets—Sbeet S 



No. 584,666. 



A. B0LL£E, FILS. 
MOTOE VEHICLE. 

Patented June 15, 1897. 







'S:^ifpit€^i:t^-t^ 



(^1 






2 Sheets— Sbeet i. 



No. 688,103. 



C. E. & J. F. DDEYEA. 

MOTOB VEHICLE. 

Patented Aug. 10, 1897. 



C. E. & J. F. DURYEA. 

MOTOE VEHICLE. 



2 Sheets— Sheet 2. 



No. 588,103. 



Patented Aug. 10, 1897. 











,^ 






STEAM 



49 



A. P. DODGE. 
CONTROLLEft FOR MOTOR CARS. 



Pstflnted Dec. 20. IB98. 



^8 





?7Z-C<S.'eZfe.>- 









QA5. 



Chronological Arrangement of all Drawings in Gas^Propelled Carriages, 

1789 to July 1, 1899. 



2 Sheets-Sheet 1. 
CHARLES TELLIER. 
Improvement in Ammonical Engines 

No 121 B09 Pasented Dec. 12, 1871 

— as 




,) 2 Shoels--Sheol 2 

CHARLES TELLIER, 

Improvement in Ammonical Engines. 

No. 121 909 Palented Dec, 12. 1871. 



yf7fytc;s/fc! 




J^t.v«2*?tir 









SAS 



51 



(Ko Model.) 

0, H, WAREINaTON. 
Road Ungiae. 

No. 235,051. Patented Nov. 30, 1880. 




iKo Model.) 



; Shw-t" -Shcpt l- 



J. M. A. MONTCLAR. 

GAS LOCOMOTOR rOH VUBIOIT.S. it 

No. 269,413. Patented June 13, 18R2 



11 G 1 



W3TNIS8IS 



•ito. cy/^e- 



■6.Ju 



'^(mVI,Ci 



nrreNTOE; 



ATTOENETS. 




(No Model.) 3 SbeetB— Sheet 2 

J. M. A. MONTCLAR. 

OAS LOOOMOTOE FOE VEHICLES, &o. 
No. 259,413. Patented June 13, 1882. 



No. 317,893 








6 Sheets— Sheet 1 

D. 3. TEOy. 

TELOOIPEBE. 

Patented May 12, 1885. 




WITNESSES ; cd::::^^ 



52 



GAS. 



(No Model.) 



No. 317,893. 



D. S. TEOY. 

VELOCIPEDE. 



B Sheets— Sheet 2 



Patented May 12, 1886. 






WITNESSES; ^j 



y^^^<-^^.C'-yje^X_J 




' ^r^',,.^, 



BY iAXoyy^^ 






D. S. TROY. 
YELOCIPEDE, 



i Sheets— S^eel .3 



No. 317,893 



Patented May 12, 1885. 




WTTHESSES; 



BY MJMw^ 



"i^.ia 



BY JXum^ 'i/<2-. 



ATTOEHBYS. 



D. S. TEOY. 

VELOCIPEDE. 



6 Sheets— Sheet 4 



No. 317,893. 



Patented May 12, 1885. 



J^.s. 




No. 317,893. 



B Sheets— Sheet 5 

D. S. TROY. 

VELOOIPEDE. 

Patented May 12, 1885. 



.m^.^ 



g^i _g^ 



_?' 



A' 



M' 






Mff.^. 



J^.&. 



C^^-^. 



^ ^e. 




Y-^ 




Ueiq44/te^ — ■. 



INTEllTOEl 

BY Jiu^^ V<^ 
ATTORNTIS. 



GAS 



53 



No. 317,893. 



u OLtjets— Sbeet 6. 

D. S. TEOT. 

VELOCIPEDE. 

Patented May 12, 1885. 




_ WITNESSES: 



31 MyU^-^ ■t^^ 



No. 336,372. 



A. H. ALLDEIDGE. 

VELOOIPBEB. 

Patented Feb. 16, 18 




<3 {X.ye!^aun- 



-4"- -^rxMirs^^^^. 



/r^/6^. 



-^ 



! iibeets— Sbuet 1 



Ho. 345.596 



E. J. J. LENOIR. 

SAS ENGINE. 

Patented July 13, 1886. 



No. 345,696. 



4 SbeetB— Sheet t 

E. J. J. LENOIR. 

SAB ENGINE. 

Patented Jnly 13, 1886. 







Sftvervlox ' 




10«vv^ i 









^. 






54 



GAS 



E. J. J. LENOIR. 

DAS ENGINE. 



■1 Sboets— Sheet S. 



No. 345,596. 



.Patented July 13, 1886. 



"5 




1 Sheets— Sheet 4 



No. 345,596. 



E. J. J. LENOIR. 

3AS ENOIHE. 

Patented July 13, 18 
















No. 364,866. 



3 Sheets— Sheet 1. 

H. J. SEIGHEURET. 

REACTION WHEEL. 

Patented June 14, 1887. 



I Bheetfi— Boeet i 



No. 364,866. 



H. J. SEIGNEURET. 

KEAOTION WHEEL. 

Patented June 14, 1887. 



J?'^.:/. 





-^^- 



WITNESSES: 



nrVENTOB: 

BT Mjum-j &^ I 
ATTORNEYS. 



WITNESSES: 




INVENTOH; 



ATTORNEYS. 



GAS 



55 



No, 364,866. 



i^^ij: 



3 Sbeets— Sboet 3 

H. J. SEIGNEUEET. 

SEAOIION WHEEL. 

Patented June 14, 1887. 




WITNESSia; 



DTfENTOR; 






ATTORNEYS. 



(Ko Hodel.) 



5 Sheets— Sbe6t I. 



S. DAIMLER. 

EN8INE BBIVEU VEHICLE. 

No. 376,638. Patented Jan. 17, 1888. 




yyZinessea. 









'yHfy. 



(Ho Uodel.) 



5 SbeetB— Sheet 'i. 



a. DAIMLER. 

ENGINE DRIVEN VEHICLE. 

No. 376,638. Patented Jan. 17, 1888. 



\&n Uodel.) 



S Sheets— Sbeet 3. 



G. DAIMLER. 

ENGINE DRIVEN VEHICLE. 

No. 376,638. Patented Jan. 17. 1888. 





•'^/////7///////////777////////////////// 7?7//////^//y/ZyA' . 



l'c<j/i 



^^i£nGis,sG:s. 










,yis^ 




56 



GAS. 



(Ho Mode].) 



Ho. 376,638. 



5 SbeetB— Sheet 4 

G, DAIMLER. 

ENGINE DllIVEN VEHICLE. 

Patented Jan. 17, 1888. 



:ng d 




'7^77777777777777777?r/777^77777/777777 



(No Uodt,!.) 



6 SbeetB— Sheet 5. 



&, DAIMLER, 

EN(}INE DEIVEN VEHICLE. 

No. 376,638. Patented Jan. 17, 18B8. 



ngS 



Tl^jti^GSses. 




-^a 



--Hei/7ei^03^ 






'^^^. 







(No Model.) 



; Sheets— Sheet 1. 



(Ho Model.) 



3 SbeetE— Sheet f 



C. BENZ. 

SELF PEOPELLINd VEHICLE. 

Ho. 385,087. Patented June 26, 18 




C. BENZ. 

SELI- PEOPELLIN(} VEHICLE, 

Wo. 385,087. Patented June 26, 1888. 

^; V a -^ — ^—^^ 













GAS 



57 



(No Models 



3 Si ets— Sheet 



C, BENZ. 

■ SELF PEOPELLINO VEHICLE. 
No. 385.087. Patented June 26, 1888. 



JTt^ 




J 



(Ho Model.) 



I Sbeels— Sheet i: 



C. BENZ. 

DRIVING GEAR FOR VELOCIPEDES. 

No. 386,798. Patented July 31. 1888. 









^^/vrrt*t/j * 




h'ctrtcsses: . 



^n i/en for : 

-4 



(No Model.) 

C. BENZ. 

DXIVIN8 8EAR FOR TELOOIPEDES. 

No. 386.798. Patented July 31, 1888. 



(No Model.) 



3 StieetB— aheei 3. 



C. BENZ. 

DRIVIUQ SEAR FOR VELOCIPEDES. 

No. 386,798. Patented July 31, 1888. 



:> 














C^. J--^'^i^^<!'<^ 



Jni-eiiior' 



Witnesses ^^ 



Jiicf n/or 



58 



GAS. 



(Ro Modol.) 



Ueots— Sheet 4. 



C. BENZ. 

DRIVINO SEAR FOE VELOOIPEDEB. 

No. 386,798. Patented July 31, 1888. 






Wiin^esses 







(Ho Model.) 



No. 386,798. 



C. BENZ. 

DBIVmO 8EAE FOE VELOOIPEDES. 



9 Stieets^Sheet 5 



Patented July 31, 18 




y^dn esses 



c^. .-<^s^i^:. 



•/jiire/i/oj'- 

-6 



(No Model.) 



C. BENZ. 

DRIVING aEAE FOB VELOOIPEDES. 

No. 386,798. Patented July 31, 



9 ShoetB— aheet 6. 



(Ho Model.) 



9 Sheets— SbtiOt 7. 



1886. 



C. BENZ 

DEIVNO (3EAE FOE VELOOIPEDES. 

No. 386,798, Patented July 31, 1B88. 




f^ ,y^f:iXKi^ 







'Witnesses : 



GAS. 



(Ho Model.) 



9 Sheete— Sheet g. 



C. BENZ. 
DBIVISO GEAR TOE VELOCIPEDES. 

No. 386,798. Patented July 31, 1888. 



/'^^^'^^^ii^^c^i 







59 



(Ho Model.) 



9 SLcole— Slieet ? 



C. BENZ. 

DEIVINO GEAR FOR VELOCIPEDES. 

No. 386,798. Patented Jp.ly 31, 1888. 




^y'll/iesscs: ' 



y/nvetifoj-i 



(No Model.) 

A. ciuficn. 

APPAEATDS AND MEANS FOE PPOPELLINS BT EEAOIION. 

No. 407,394. Patented July 23, 1889. 



^* 



k" 










iBoModel.l 3 Sheets— Shoei 1. 

F. A. HUNTINGTON. 

VEEIOLE. 

No. 411,196. Patented Sept. 17, 1889 










60 



GAS. 



F. A. HUNTINGTON. 

VEHICLE. 



tieets— Sbecl 2 



No, 411,196. 



Patented Sept. 17, 1889. 










No. 411, 1£ 



3 Sheets— Shpet 3 

F. A. HUNTINGTON. 

VEHICLE. 

Patented Sept. 17, 1889. 










No. 495,733. 



Sheets— Sheet 1. 
W. T. HARRIS. 
VEHICLE MOTOR. 

Patented Apr. 18, 1893. 



W. T. HARRIS. 

VEHICLE MOTOR, 



6 Sheet*— Sheet £, 



No. 495,733 




Patented Apr. 18, 1893. 






















GAS 



61 



W. T, HARRIS. 

VEHICLE MOTOR. 



5 Sheets— Sheet 3, 



No. 496,733 



Patented Apr. 18, 16 




No. 496,733 



G Sheets— Sheet 4 

W. T. HARRIS. 
VEBIOLE MOTOR. 

Patented Apr. 18, 1893. 










n^.2i. 



W/rA-J!SX£S 






No. 495,733. 



_ 6 Sheete— Sheet 5. 

W. T. HARRIS. 
SfEHIOLB MOTOE. 

Patented Apr. 18, 1893. 



tSo Model 1 6 Sheete— Sheet 6. 

W. T. HARRIS. 

VEHICLE MOTOR. 

No. 495,733. Patented Apr. 18, 1893. 











WfTJVESaSS 






, iJfYEJfTOa 



;^-^^*^^^&^ 



62 



GAS 



No. 498,888. 



5 SliP-t£-Sll(^i'l 1 

?. C. ROCKWELL. 

BICYCLE. 

Patented Juno 6, 1893, 










■ esSif 



Ko. 498,888. 



6 Sheets— Sheet .? 

F. C. ROCKWELL. 

BICYCLE. 

Patented June 6, 1893. 







No. 498,888. 



6 Sheets— Sheet 3 

F. C. ROCKWELL. 

BICYCLE. 

Patented June 6, 1893. 



5 Sheets— Sheet 4, 

F. C. ROCKWELL. 

BICYCLE. 

Patented June 6, 1893. 







-.:A^ 







\^, 



^(^/d^^^/ 



GAS. 



63 



No. 498,888. 



F. C. ROCKWELL. 
BICYCLE. 

Pa'.ente:' Jane 6, 1893. 




(SoModel.j 



No. 536,606 



C. A. TOWEB. 
VJHICIE MOTOE. 



3 Sheetf-Slieet 1 



Patented Mar. 12, 1895. 










WITMESSEft 



IMVENTOR 






0. A. TOWER. 
VESICLE MOTOE. 



i Sheets— Sheei 2, 



Ho. 635.605, 



Patented Mar. 12, 1895. 



No. 535,605. 




_ 3 6tieet9— Sheet 3. 

C. A. TOWER. 

VEHICLE MOTOE. 

Patented Mar. 12, 189R. 



WITHEBSKS 



•»rca,<.j^.Sl_» 







INVENTOR 






64 



GAS 



(No Holelj 



No. 642,319. 



W. I. TWOMBLY. 

MOTOR FOR TEHI0LE8. 

Patented Jal; 9, 1895. 




Wttrtesses: 




Fi^.3. 



~v' InveThtor. 



N. S. HOPKINS. 
HOME FOE BIOTOIES. 



3 Stieets— Sheet 1 



No. 643,094. 



Patented July 23, 1895. 





Witnesses. 



'jyui<^ /. UoiiM:^^ Inventor. 



SV ^i5t**-«V ^^ 






N. S. HOPKINS. 
MOTOR FOE BICYCLES. 



3 £lbeet8— Sbeet 2. 



Patented July 23, 1895. 
Fig.5. 




(NoUodet.) S Sheets— Bheet 3. 

N. S. HOPKINS. 

HOTOR FOR BI0T0LE3. 

No. 543,094. Patented July 23, 1895. 




Witnesses. 



W^, 






sra. 

JITtJ^^^J, //Fi^Aj, Inventor. 



Wijnesses. 



jVU»^ h. (H-^vfe^ Inventor. 



GAS 



65 



UeetB— Sheet ' 



No. 547,611. 



A. WOLFMtJLLEE. 
VEIOCIPEDE. 

Patented Oct. 8, 1895. 










{Mo Model.) ~ 3 Sheets— Sheet 3. 

A. WOLFMOLLER. 

VILOCIPBDE. 

No. 547,511 Patented Oct. 8, 1895. 



No. 547,511. 



A. WOLFMttLLER. ' ^'•"■'-^■-- = 

VEMOIPEDE. 

Patented Oot. 8, 1895. 







2 Sheets— Sheet J, 

G. B. SELDEN. 

BOAB ENOINE. 

Patented Not. 5, 18 











\/entdr 



66 



GAS. 



No. 549,160. 



2 Sheets— Sheet 2 

C-. B. SELDEN, 

B04D ENSINE. 

Patented Nov. 5, 1895. 




Wit[Jesse:5 



iNl/ctJ-roi? 



No. 552,312. 



S. B. BATTEY. 

MOTOK rOE EIOTOLES. 

Patented Deo. 31, 1895. 










(No Hodtil.) 



lets— Slieet 1. ' 



A. A. HAMEESCHLAS. 

I8SITISG DEVICE FOE BAS OS PETEOLECM ENGINES. 

No. 561,886. Patented June 9, 1896. 



(Ko Model.) 



3 Stedts— SUCH 2 



A. A. HAMEESOHLAG. 

10NITIN8 DEVICE FOE flAS OE PETROLEHM ENGINES. 

No, 561,886. Patented June 9,- 1396. 




2^c</.^. 




WITNESSES; 






INVENTOR. 
8Y 




WITNESSES: 



GAS. 



67 



3 SlieeU— 8tie«t 3 



A. A. HAMERSCHLA6. 

IGNITING DEVICE FOR GAS OK PrTMLEDM ENGINES. 
No. 561,886. Patented June 9, 1896. 



;iii|iji>jii- 




^' 






r- 




j!)-\ "' 





Fl^.6 




F, T. MILLET. 
VELOCIPEtE. 



9 Slieet!-Bt].f I 



No. )64,155. 



Patented July 14, loSO. 



H' 


v 




m ^.- 



J^i^.7. 







.fri 







,xr C Cf\^ 






F. T. MILLET. 
VELOCTPEDE. 



9 Sheets— Sheet 2 



F. T. MILLET. 

VELOCIPEDE. 



9 Sheets— Sheet : 



No. 564,165. 



Patented July 14, 1896. 




No. 564,165 Patented Jn)j 14, 18 














Tin--3. 






68 



GAS. 



No, 664,155. 



9 SheotB— Sheet 4. 

F. T. MILLET. 

VELODIPEDE, 

Patented July 14, 1896. 







F. T, MILLET. 

VELOCIPEDE. 



9 Sheets— Sheet 6, 



No. 564,156. 



Patented July 14, 1896, 







;fe, 










F. T. MILLET. 

VELOCIPEDE. 



9 .Sheets— Sheet 6. 



F. T. MILLET. 

VELOCIPEDE. 



9 Sbeete— Sheet 7. 



No. 604,155. 



Patented July 14, 1896. 



No. 564,155. 




Patented July 14, 1896. 








^Z^JZejh 



yc 







GAS. 



F T. MILLET. 

VELOOIPEDE. 



3 Sheets— Sheet 1 



No. 564,155. 



Patented July 14, 1896. 










69 



No. 564,155. 



9 .Sheets— Siioot 8 

F. T. MILLET. 
VELOCIPEDE. 

Patented July 14, 1896. 










(No Hodel.) 



No. 568,431. 



C. DELAHUKT. 

MOTOR PROPEtLBI> TEHIOLE. 



2 Sheets— Sheet 1. 



C. DELAHUNT. 

MOTOR PROPEILED TEHIOLE. 



2 SheetE— Sheet 2. 



Patented Sept. 29, 1896. 




Patented Sept. 29, 1896. 




70 



GAS. 



No. 569:175, 



3 SheetB— S&eet 1. 

J. M. COOK. 

MOTOB VEHICLE. 

Patented Oot. 13, 1896. 




U/itnisstf:- 



rynyevlffr. 



AitfrneySf 



No. 569,176. 



3 Sheets— Sheet 2. 
J. M. COOK. 
MOTOR VEHICLE. 

Patented Oot. 13, 1896. 




mtm 






Jnvenlcr. 



Aiiorz7eys. 



No. 569,175 



3 Sheets— flheet 3. 

J. M. COOK. 

MOTOR VEHICLE. 

Patented Oot. 13. 1896. 



(No Model.) 

E. J. PENNINGTON. 

MOTOR VEHICLE. 

No. 570,440. Patented Oot. 27, 18 




^^./. 




Wiintssu. 



M.TAlMi^JL. 






C. ' /yz-tH-^j, . ill 




c^ 



GAS 



71 



E. J. PENNINGTON, 
MOTOR TEBIOLE. 



No. 570.441. 



Patented Oct. 27, 1896. 




iKo Uoagl.l 



3 Sheets— 3he.)t 



R. H. PLASS. 
SELF PROPELLING VEHICLE. 

No. 570,962 Patented Nov. 10, 1(596 










'Ho Hoilel.) 



3 SbeetB— 9beet 2. 



E, E. PLASS. 

SELF PROPELLING VEEICLE. 
No. 570,952. Patented Not. 10, 1896. 



iNc Model, 1 3 3beet6— Sheet 3 

E. H. PLASS. 

SELF PROPELLING VEHIOLE. 
Ho. 570,952 Patented Not. 10, 1896. 








3 ^^■uc > I tot 



^u 



/^x^^.-'MfHu-*-^ ci I to 1 1 1 € ., 



'■^S^|■ntfX^C^ 






— clnoM.cij 



7-2 



GAS. 



iNo Model.) 



\ Sbeete— Sheet 



R. H. PLASS. 
SELF PHOPELLINO VEHICLE. 

Ho. 571,392, Patented Nov. 17, 1896. 




<wu- 



SwAK^I'toT- 



% 






(So ModeL) 



3 Sheets— Sheet 3. 



E. H. PLASS. 
SELF PUOPElLIUa VEHICLE. 

No. 571,392, Patented Nov. 17, 18 











No. 571,392 



.1 Slieets-Slieet 2 

E. H. PLASS. 
SELF PROPELLING VEHICLE. 

Patented Nov. 17, 1896. 




JllL'Ll tot 



O _— — I- — awo.,,.,, 



CKo ModeL) 



Ho. 572,051 



B Sheets— Sheet. I. 

J. F. DDETEA. 

MOTOR VEHICLE. 

Patented Nov. 24, 1£ 







GAS. 



73 



iNo Model.) 



J. F. BHRTEA. * ^-"'-s.e.t 2. 

MOTOR VEHICLE. 

Patented Nov. 24, 1896. 







.J'rtf'B/fYar' 



J. F. LURYEA. 

MOTOR VEHICLE. 



S SheotB— Slieol 8 



No. 572.051. Patented Nov. 24. 1896. 




f^ AT /J 







No Model.) 



6 Sheets— Sheet 4- 

J. F. DDRYEA. 

MOTOR VEHICLE. 

No 572 051 Patented Nov. 24, 1896. 



C 



// 



;^/' 



JZ/ 3,/ 



i-i 



/f 






n 






s 



«Ho Model.) 



No. 572,051 



i. P. DURYEA. 
MOTOR VEHICLE. 



} SheelB— Sheet 5, 



Patented Nov. 24, 1^96. 




jVc,.^. 



J'^S. 














74 



GAS 



No. 572,051. 



6 Sheets— Sheet 6, 
J. F. DDRYEA. 
MOTOR VEHICLE. 

Patented Nov. 24, 1896. 







^:^i'^,;,,,,^. 



No. 572,498. 



E. CAPITAINE. 
MOTOR VEHICLE. 

Patented Deo. 1, 







Aitorney. 



No. 573,174. 



3 Sheets— Sheet 1.' 

S. M. BALZER. 

MOTOE OR EHGIHE. 

Patented Deo. 15, 1896. 



(Mo Uodel.) 



No. 573,174. 



3 Sheets— Sheet S. 

S. M. BALZER. 

MOTOE OE ENaiHE. 

* Patented Deo. 15, 189S. 




Wit- 




•1^ 
1^ 







•^IVi-twcascs 



m»^^ 



^^^!'^/^w^ s8i, *»^ Qttoi 



if 



3rtl)c«toz- , 



r^ <y( 



C'i3*-«-+'i''*^ ■^ 



GAS 



No. 573,174 



3 SbeetB— Sheet 3. 
S. M. BALZER. 
MOTOR 08 TNGINE. 

Patented Deo. 15, 1£ 




3t1-ucn^ot 







75 



No. 574,262. 



3 SbeAta— 8b»flt I 

E. J. PENNINGTON 
MOTOB VEHICLE. 

Patented Deo. 29, 1896. 







-j^u'e^iio/' 






No. 574,262. 



„ 3 Sheets— Sbeet 3 

E. J. PENNINGTON 
MOTOR VEHICLE. 

Patented Deo, 29, 1896. 



E. J. PENNINGTON 
MOTOR VEHICLE. 



% SheetE— Sheet 3. 






"T -7^1^.3. 



----- ^ '' ^M ^^-. 







No. 574,262. 



Patented Deo. 29, 1896. 







76 



GAS 



(Nil Modal ) 



3 gheelB— Sheet I 



W. EOWBOTHAM 
OIL, SA6, OR LIKE ENUIWE. 

No, 574,762, Pitentfld Jan. 5, 1897. 










(Nn Model ) 

W, ROWBOTHAM. 
OIL, GAS, OR LIKE ENGINE. 

N" 674,762. Patented Jan. 5, 1897. 










|Ko Model.) 



No, 674,762. 



3 Sheets— Sheet 8. 

W. EOWBOTHAM. 

OIL, GAS, OR LIKE ENSINE, 

Patented Jan, 5, 1897, 



FU).i 



No. 574,818. 



E. J. PENNINGTON. 

WHEELED VEHICLE. 

Patented Jan. 5, 1897. 



^^ t a. 




rig.-i. 




^A /fee. 







Witnesses: 






GAS. 



77 



No, 575,639; 



3 Sbeets— Sheet i. 

S. W. FOYE. 

VZHIOLE MOTOR. 

Patented Jan, 19, 1897, 



naj KT 










No. 675,639, 



3 Sheets— Slioot i 
G. W. FOTE, 
VEHICLE MOTOR. 

Patented Jan. 19, 1897, 







George /f^jTouG 



■<^^M^^C€St<f^t..i£-^^^ 






(ITo Model,) 



No. 575,639. 



3 Sheete— Sbeet 3. 

a. W. FOYE. 

VEHICLE MOTOR. 

Patented Jan. 19, 1897. 



(Re Model.) 



8 Sheets— Sheet I. 



L. ROB. 
MOTOR DHITER 7EL0CIPEDE. 

No. 676,158. Patented Feb. 2, 1897. 







,,J[J^e/^fj^df- 







78 



GAS 



(He Model.) 



3 BhfletB— Bbeet i- 



L, BBB. 

MOTOR DRIVEN VEIOCIPEDE. 

No. 678,168. Patented Feb. 2, 1897. 




(Ho Modql.) 3 Sheetfl— Sheet 3. 

L. ROB. 

MOTOR DRIVEN VELOCIPEDE. 

No. 576,158. , Patented Feb. 2, 1897 







MM T'n- e^ 0-rt^^ ^- 



(No Model.) 



No. 579,664. 



3 SbeetE— Sheet i. 

E. W. BLUM. 

GAS MOTOR. 

Patented Mar. 23, 1897. 



No. 579,564. 



3 oQeets— Sheet 2. 

E. W. BLUM. 

SAS MOTOR. 

Patented Mar. 23, 1897. 




JJTZ^SJrrnr- 




Attest, 



■''^''siZ^TV.iB/lu, 






&^ &.^iefx^e£l 



GAS. 



79 



No, 579,554. 



3 ShuetB— Sheet 3. 

E. W. BLDM. 

SAS MOIOB. 

Patented Mar. 23, 1897. 

JVa 7 




H. MUELLER. 
MOTOH VEHICLE. 



2 SbeelB— Sheet 1 



No. 682,539. 



Patented May 11, 1897. 



F'g- I- 










|lM^•eNTO^ 



to^ l^'^.htA^^ 



H. MUELLER. 
MOTOS VEHICLE. 



t Sbeets— saeet 2. 



No. 682,539. 



Patented May 11, 1897. 



No. 683,151 



R. H. PLASS. 
SELF PEOPELLINO VEHICLE. 

Patented May 26, 1897, 




^-r -r e s T 



NN/E NTOR 

atti, 



}iY\- 







^e«D<«<3C. &iaH. 



3iiucntor 



t^- VoA^Hrm x^^- 



80 



GAS 



No. 583,154, 



R. H. PLASS. 

SELF PROPELLING VEHICLE. 

Patented May 26, 1897. 










E. H. PLASS 

SELF PROPELLING VEHICLE. 

^O' 583,164, Patented May 25, 1897. 







'■^4. 5l1UCMtoZ^ 






ITo, 585.159. 



6 Sbeete— Sheet 1. 

J. F, DURYEA. 

MOTOE VEHICLE. 

Patented June 22, 1897. 



J. P. DUETEA. 

MOTOR VEHICLE. 



5 SbeetB— Sbeet 2 



No. 585,159, 




Patented June 22, 1897 



^J^C5^ ^Ant^f' 










GAS. 



HI 



J. F. DURYEA. 

MOTOR VEHICLE. 



b ShfltatB — Sbeet o. 



No. 585,159 
3S 19 



Patented June 22, 1897. 






3s 










No. 585,159. 



T .« ^ ,, V. , aii«ei8— abbot 4 

J. F, DURYEA. 
MOTOR VEaiOLE. 

Patented June 22. 1897. 



3S 30 '^■ 










^J^tarri-a^^, 



No. 585,159. 



5 Sheets— Sbeet 5. 

J. F, DURYEA. 
MOTOR VEHICLE. 

Patented June 22, 1897. 



No. 585,251, 



2 SheetB— Sheet I. 

H. E. BIRD. 
MOTOR VEIICLE. 

Patented June 2,9, 1897. 




W^itnesses. 




- Attorned 



^^<d ^ih,-^>-^ J/' ^-^ 



82 



GAS 



No. 585.251 



2 SheetB— Sheet 2 

H. R. BIRD. 

MOIOB VEEIOLE. 

Patented June 29, 1887. 




No. 589,631. 



A Sheets— slieet l 

H. G. MEUMANN. 

VELOCIPEDE. 

Patented Sept. 7, 1897. 

■ n 










H. G. MEUMANN. 

VELOCIPEDE. 



4 sneets— Sbeet 2 



4 Sheets— Sheet ! 



No. 589,531 



Patented Sept. 7, 1897. 




No. 589,531. 



H. G. MEUMANN. 

VELOCIPEDE. 

Patented Sept. 7, 1897. 



3-M'UC'M-tOl- 



^W'VtlO^dOC^V 







Qttoi4t<^ 




3-M/oC'i vto-t 



^^vtncaocd 



/ YiA''^.-'\.^~'^^>>'^4i^''l0^ 




GAS 



83 



No. 589,531. 



*.r r, ,.^-^ 4 Sheets— Sheet 4 . 

H. G. MEDMANN. 
VELOCIPEDE. 

Pitenled Sept. 7, 1897. 




No. 589,710. 



3 Sheets — Sheet 1 

P. FLDCKS. 
H0BSEI.ES8 OAERUOE. 

Patented Sept. 7, 1897 




cJivucwtox 



QiUn*K*^ 










No. 589,710, 






P. PLUCKS. 

HORSELESS OAEBIAM. 



3 Sheets— Sheet 2 



) Sheets— Sheet S 



Patented Sept. 7, 1897. 



P. PLUCKS, 

E0BSELES8 GAEEUaE. 



No. 589,710. 



Patented Sept. 7, 1897. 











3n-ocM.toi 



84 



GAS. 



No. 593,248 



W. C. SMITH. 

OAEKIAOE OK CYCLE MOTOE. 

Patented Nov. 9, 1897. 










No. 593,470. 



TT Tw «— ™ B Sheets — Sheet I, 

H. W. HEATON. 

MOTOE VEHICLE. 

Patented j!fov. 9, 1897. 




WITHESSES. 



A i* r* 



/^ 



?=' 



^ i. 'r- iiin ^. iiiteBWiHiim 






(No Model.) 5 Sheets— Sheet 2 

H. W. HEATON. 

MOTOB VEHICLE. 

No. 593,470. Patented Nov. 9, 1897, 



No. 593,470. 



6 Sheets— Sheet 3. 

H. "W. HEATON. 

MOTOE VEHICLE. 

Patented Nov. 9, 1897. 




8 i^L^f 



INVENTOB 




mVEHJOR 



GAS 



85 



H. W. HEATON. 
MOTOE VEHICLE. 



5 <5tit.etE— Sheet 4 



No. 593,470 



Patented No7. 9, 1897. 



/^^' 







No. 593,470. 



5 Slieels — Slieet 5 

H. W. HEATON. 

MOTOR VEHICLE. 

Patented Nov. 9, 1897. 



?^2'^. 




"^t^uiy >X^>-^iC^(84^ 



WKHIOK 



H. E. OLDS. 
MOTOR CAREU8E. 



3 SbeetB— Sheet 1 



Patented Nov. 23, 1897. 




3 Sheets— Sheet S 

E. E. OLDS. 

MOTOR OABEIAGE. 

Patented Nov. 23, 1807. 




P991 Ai..^/-'- 



V 



/nvcnior-. 









86 



GAS. 



No. 594,338, 



3 Sheets— Sheet 3 

E. E. OLDS. 
.iViOTOR CAEEIAGE. 

Patented Nov. 23, 1897. 



f-ig-^0 . 



\ 



"v, Tncciium 



1 













Tnirenior.- 
~Hoin^o7?v^ Olds 



No. 595,203. 



B. L. PEOK. 

MOTOH VEHIOLE. 

Patented Deo. 7, 1897. 




No. 597,042, 



4 Sheets— Sheet 1 

L. H. WATTLES. 
MOTOOTOLZ. 

Patented Jan. 11, 1898. 



No. 597,042. 



4 Sheets— Sheet 2. 

L. H. WATTLES. 

MOTOCYOLE, 

Patented Jan. 11, 18 







muros 
momii. 







mVENTOR 
JlldLr- M'.'hlJtLl. 



(Mm^df^t 



orhci. ■ 



GAS 



87 



L. H. WATTLES. 
MOTOOYCLE. 



4 SbdetB— Sbent 3 



No. 697,042. 



Patented Jan. 11, 1898. 




No. 597.042 



4 Sbeetl— Sheal 4. 

L. H. WATTLES. 
MOTOOYOLE. 

Patented Jan. 11, 1898. 



J^JO 



wiTucsses 



Br 

UTTORnir. 




/ 



mTHCSSeS: 

/y, <c,, Graul^ 






No. 597,389 



^^■^■'^B 



2 SbeetB— Sheet 1 

W. E. BULLIS. 

SASOLENE ENGINE. 

Patented Jan. 18, 1898. 

3 



W. E. BOLLIS. 
GASOLENE ENSIHE. 



! stieetB— 3beet S. 



No. 597,389. 



Patented Jan. 18, 1898. 




IVJTJJ ESSES 




•„ "vo mVENTOR 

/A» AUonuy 






, INVENTOR 



88 



GAS 



(No Model.) 



No. 599,912 



4 BheotB— Sheet 1.- 

J. MoaEOEGE. 

LOCOMOTIVE HAND OAE. 

Patented Mar. 1, 1898. 




Witnesses: 






Inusntor. 



[No Model.) 



No. 598,912. 



4 Sheets— Sheet 2.. 

J. McGEOEGE. 

LOCOMOTIVE HAND OAR. 

Patented Mar. 1, 1898. 




Witnesses: 



^uL.^^IlC^'til. 



Inuentor, 



No. 599,912. 



4 Sheets— Sbeet 3. 

J. MoGEORGE. 

LOCOMOTIVE HAND CAR. 

Patented Mar. 1, 1898. 



No. 599,912. 



4 Siieets— Sheet 4. 

J. MoGEORGE. 

LOCOMOTIVE HAND OAR. 

Patented Mar. 1, 1898. 





Witnssss: 



GAS 



No. 600,754. 



- „ „ 6 sneeis— Sheet 1 

B. C. VANDUZEN. 
OAS ENGINE. 

Patented Mar. 15, 1898. 




TJOitne^se-s. 



^ IrvuoTiioT. 



!7^?e^<^^7z<<«. 



.AttoTTV&Tf. 



89 



iKo Model.* e Sheati—Sbeet 2 

B. C. VANDDZEN. 

OlS ENGINE. 

No. 600,764. Patented Mar. 15, 1898. 




TjyctTvesses. 



iTVceTiiAir. 



Jktto7Ttt.T^ 



B. 0. YANDUZEN. 

QAS ENSINE. 



6 Sheets— Sheet 3- 



No. 600,754. 



Patented Mar. 15, 1898. 



No. 600,754. 



6 Sheets— Sheet 4. 
B. C. TANDDZEN. 
QAB ENSINE. 

Patented Mar. 15, 1898. 



Fa^.3. 





Witries 






Tivneivtor. 



Jfitrv&Sises, 



^' (S. s 




Jjtjreittor 



90 



GAS. 



No. 600,7B4,*S 



6 Sheets — Sbeet 5. 

B, C. VANDUZEN. 

SAS ENGINE. 

Patented Mar. 15, 18 







1tvo& rCtcm 



6 Sheets— Sheet 6. 

B, 0, YANDUZEN. 

QAS ENOINE. 

Patented Mar. 16, IE 







ik^MovUot 






S8vi -wi attoiM«ij 



No. 601,440. 



2 Sheets— Sheet 1 

B. HOLMES. 

MOTOE VEHICLE. 

Patented Mar. 29, 1898. 



No. 601,440, 



2 Sheets— Sheet c. 

B. HOLMES. 

MOTOR VEHICLE. 

Patented Mar. 29, 1898. 






i£ 9h ^/^' 



^.^.Jfc^t y^^y-^^^ Inventor 



Witnesses, 






SnJi^teio^^ /t^-^t-^-^-Ay Inventor 

By Jt^ct*-*^-"/ ^ Ct-t-^ ^•'mX^ Attonicy. 



GAS 



91 



(Mo Uodel.) 



4 Sbeota— Sheet 1. 



L. BOLL£e. 

SEir PEOPELLINO VEHIOIE. 

No. 601,646. Patented Mar. 29, 18 







£^^fta«^«^ 



iNo Model. 1 4 aheete— Sbeet 2. 

L. BOLLfiE. 

SELF PEOPELLINO VEHICLE. 

No. 601,645. Patented Mar. 29, 1898. 



^a^ 










(Ho Model.) 



4 Sbeets— Sheet S 



L. BOLLflE. 

SELF PEOPBLLIBfl VEHICLE. 

No. 601,545. Patented Mar. 29, 18 



Tiq.3 



'*'"'"'«'■> ^ ,,„ 4 Sbeeti-Ohien. 

t. BOLLEE. 

SELF PEOPELLINO VEHICLE. 

No. 601,545. Patented Mar. 29, 1898. 




nGt4-. 



Fiq.5. 




— — ' xT — X I — \'---- n — 











^^KcC>^,c**i^- ^ 1 



:!(■ l{. /^T-UM.^ 






92 



GAS 



D. BEST. 

OIL VAPOK TRAOTIOJT ENGINE. 



4 Sheets— Siifet 1. 



No. 602,594 



Patented Apr. 19, 18 










D. BEST. 

OIL VAPOE TEACTION ENGINE, 



4 Sheets— Sheet i. 



No. 602,594. 



Patented Apr. 19, 18 




^MiU^ 



oJ-vvue-M-to* , 



D. BEST. 

OIL VAPOE TEACTION ENGINE. 



4 Sheets— Sheet 3 



[Ho Model.) 



4 Sheets— Sbeet.4. 



No. 602,694. 



Patented Apr. 19, 18 



D. BEST. 

OIL VAPOS TEACTION ENGINE. 

No. 602,594. PatentedApr. 19, 1888. 








/-^-£yt.-C-<>^y(&'- 



\xjo-<'UU'r-' 



aa:^. 






«Y •ifi"''"^'!/^ 



GAS. 



93 



No. 605,445. 



„ 6 SbeelB— Slieot 1 

T. M. FREEBLE. 

POWDEH MOTOE. 

Patented June 7, 1898. 




No. 605,445, 



6 Stieeti— Sbeet 2 

T. M. FREEBLE. 

POWDEH MOTOS. 

Patented Jann ' 1898. 






'^ /^-^^^ 










XhomcLS JtCSyechlc 






No. 605,445. 



6 Sheets— Sheet 3. 

T. M. FREEBLE. 

POWDEE MOTOE. 

Patented June 7, 1898. 



No. 605,445 



6 Sheets— Sheet 4. 

T. M. FREEBLE, 

POWDEE MOTOE. 

Patented June 7, 1898. 










3»Vt>C/**tOt 

QX^t>wy^^^i 










94 



GAS 



No. 605,445. 



6 Sheets— SbeGt a 

T. M. FREEBLE. 

POWDER MOTOR. 

Patented June 7, 1898 










No. 605,445. 



6 SheetB— Sheet fl 

T. M. FREEBLE. 

POWDER MOTOR. 

Patented June 7, 1898 







^cfA 






JtOjs 



E. HAYNES & E. APPERSOIt. 
■ OTOR VEHICLE. 

(At.I,]h«llnii BiMl JD]> 10, lSe7.) 



PitMted ioly 12, 1898. 



E. HAYNES & E. APPERSON. 
lOTOR VEHrCLE. 

(Ai-pll.TiiImi filiil J,ily in. ito:.) 



Patented luly 12, 1898. 



4 Shidi— Sbait I. 



4 ShB»tt-«h««t 2 




rhincssi 



lavcntct j 
















GAS. 



95 



E. HAYNES & E. APPERSON 
MOTOR VEHICLE. 

(.VriiMntlloD atnl Jolj 10. 1S'-I7) 



Patented Jtily 12. 1898 



4 5ba*li-Sk*tl 3. 




E. HAYNES t E. APPERSON 
MOTOfI VEHICLE. 

{AppUoitlrm Blal July 10. IBOT.) 



Patenteil iuly 12. 1898. 



4 8hBett-8h«e1 4. 










V!imi>dffcn/n.es 
Inter ^/''person. 



^r^S.. ^'^'^^S^ ^hvwdFcu/7tes 



No. 608,968. PaHnteil Auj. 9, Iban. 

W. MORAVA. 

SAS OR OIL KOT08 FOR BICYCLES. 

(AppUotUoD DK4 Xu. aa. lain.) 

(■ii nodal.) • 5 Sbiati-Slul I. 



W. MORAVA. 
GAS OR OIL aOTOR FOR BICYCLES. 

(AppUcBtioii u>d Xu. aa. laa? i 



Patented Aug. 9, I89U. 



e Sbeali— Shgal 2 














96 



GAS- 



Patented Aug. 9. 1898. 
W. MORAVA. 
GAS OR OIL MOTOR FOR SrCYCLES. 

lAppllcsilss Bled Itu. 32, 16117 1 

5 ShettB~sr>«at 3. 










S 



JT-n.7je.izt.o}^. 



Patented Aug. 9, 1898. 
W. MORAVA. 
CAS OR OIL MOTOR FOR BICYCLES. 



5 &hget«— Shitt 4. 










No. 606,968. 



W. MORAVA. 
GAS OR OIL KOTOR FOR BICYCLES. 

(AppUcUJu ni«l K«i. 9a. IBB7.t 



Patented Aug. 9, 1698. 



Patented Aug. 23, 1898. 
G. W. LEWIS. 
VEHICLE MOTOR. 

lAppUutisB Aiid Jsir 10, lesB. n«uvwi Ju. ss. ism.) 



S Shatli— Sheal G 




TVi^zje^ffe.^. 










TyU'ceases 






GAS 



No. 609,443. 



B. W. LEWIS. 
VEHICLE HOTOR. 

lAppl U- i t l TM tUd JbIj 10. 1M& X«tm] Ju. M. ISM.) 



Palinled Aug. 23, 1898. 










C. HI. JOHNSON. 
NOTOR VEHICLE. 

lAppUcAUan dUd D«. U. 199ft, 



Patented Aug. 30. 1898. 



2 Sheeti-ShBet Z. 





Fig. 9. 







Fic.8 




^-J^^^ 



C M. JOHNSON. 
■ IITOR VEHICLE. 



Patented Aug. 30, 1898. 










No. 610,460, 



V. E. PR^TOT. 
SELF PR0PELLIN6 CARftlAGE 

lAppllntloB ftUd ra& as, 1B»T I 



Patented Sept. 6, IBdB. 



e Shflctt— Shtet I. 







98 



GAS. 



V. E. PRETOT. 
SELF PROPELLING CARR[AGE. 

(Appllutioa fll«l r*h. ao. IBBT ) 



Patente^d Sept. 6, 1898. 



6 Sh6«t8— Sheet 2. 




"i/. 4.<^^ji;i2^ 



^^^ 



V. E. PRETOT. 
SELF PROPELLING CARRIAGE 

(AppllutMn ftliHl Till. 30. leST., 



Patented Sept. 6, 1898. 



6 Slieete— S^eet 3 




My^^^ 



V. E. PRETOT. 
SELF PROPELLING CARRIAGE. 

lAppltcitioD tilKl Feb. 30. 1897, r 



Patented Sept. 6, 1898. 



6 Sheets— Sheel 4, 



V. E. PfltTOT. 
SELF PROPELLING CARRIAGE. 

lAppUcitlm fllsd Vob. Bfl, ia»7 ) 



rateoted Sept. 6, 1898. 



B SheeU— Sheet 5. 




Tin ,JLi 







GAS. 



33 



V. E. PRtTOT. 
SELF PBOPELLIBS CABRIASE, 

<Apilla1Ua AM r<k. W, inn., 



Patented Sept. 6. 1898. 



6 Sbcatt-SIictt 6 




Patented Sept. 6, 1898. 



A. WINTON. 
MOTOR VEHICLE. 

{AppUcMJom Ua« Ju. IS. lB9e.i 



3 Sb6tta-Sh»et 2. 




■^Ivvtwe^iCd 









A. WINTON. 
MOTOR VEHICLE. 

'ApvllnUo* 01.4 Jib. 13. HOB., 



Patented Sept. 6, 1898. 



3 Shccli- Shcel 1 







3tvuervtot 

CUtoT'ttClJ 



A. WINTON. 
MOTOR VEHICLE. 

[AspUeoUsa Biti Jiu. IB, 1 



faisnted Sept. 6, 1896, 



3 Shefltt-~3ti*«l 3. 







\ ^^^ 



100 



GAS 



m^ /Ms 



E. A. SPERRY. 
MOTOR VEHICLE. 

tApplIat'.sa Bltd F>b. IB, leSO.) 



r\. 
-Fig-:i- /r->--, 



Patontsd Doc, 20, 1898. 



4 Sheata-Sheel I 



■■•^7-'?C .' / 



--:Aa 




^Vfyh^. 









E. A. SPERRY. 
MOTOR VEHICLE. 

(ApplLul^DS Wed roU. IB. 18D0 



Patented Dec. 20, 1898, 



4 Sheets— Sheet 2. 



FIQ "L 




WIThlcSSC 






E, A, SPERRY, 
MOTOR VEHICLE, 

(AppLldtlsB BlKi F.ti. 18, ISSai 



Patenteil Dec. 20, 1898, 



4 Sheets— Sheet 3. 



E. A. SPERRY. 
MOTOR VEHICLE. 

lAppiiotiso alee 7eb. IS. leee.) 




Patenteil Dec, 20, 1898, 



Sheets— Sheet 4. 



WITtslElSSCS 



ir>J\/cNTOR 




\a/|TIv1e:53C5 



irJv/EirjTOFV 



c^^ ^,,#V 



GAS 



101 



No. 617,048. • Patented Jan. 3. 1899. 

E. 6. RASSINIER. 

LIQUID CARBONIC ACIO BOTIVE POWEB FOR VEHICLES 

(No Model.' 



(AppUcstUai U<4 M*r >< 




Patented Feb. 28. 1899. 
J. W. EISENHUTH. 
ESPLOsive ENemE for vehicles 

d l^j 30. 1007 

B Shoot! soon t 




^/^:=<^ 5;5:„^ 



."C* i.^fe^75^ ^ 




No. 620,431. Patented Feb. 28, 1899. 

J. W. EISENHUTH. 

EXPLOSIVE EII6INE FOR VEHICLES. 

crr"""" oi«i /bit 10. lotfT.j 

(Ho Modol.) B Shoolo— Sboot 2 



Palenlad Feb. 28. 1899. 
i. W. EISENHUTH. 
EXPLOSIVE ENGINE FOR VEHICLES 

(ABplkkUn 0100 Jolr 80, 1007.) 

8 Shooti— Bhoot S. 












102 



GAS. 



Ns. 620,431. Patented Feb. 28, 1899. 

J. W. EISENHUTH. 

EXFLOSJVE ENSmE FOR VEHICLES. 

,_ „ ^ . (AppliM*loB SUd Jojj M. 1BB7 I 

<»■ UaU\.') B 8h«glB-Shtet t. 




WITNESSES 






No. 620,431 



Patented .Feb. 28, 1899. 
J. W. EISENHUTH. 
EXPLOSIVE EHSIHE FOR VEHICLES. 



00 

/I ^' 


/ 


1 


l^ 


i 


^ 



WITNESSES 





ir*vtrd lun 



No. 623,224. Patented Apr. 18, 1899. 

E. J. STODDARD. 

GAS MOTOR ENGINE. 

rAppllotlcB fllad Ju. 03, 1897. Siuwad a«pL 7, 1908.1 

(No Model.) 



I. B. HAMMOND. 
ENGINE. 

lAppUaulBS 01*8 Jul 33. 1007.i 



Patented May 30, 1899. 



2Sbooti-3boell. 




C2£^«vt-^. /)£^P^^ 
















GAS 



103 



No. 626,022. 



I. B. HAMMOND. 
ENeiNE. 



Patinted May 30, IB99. 



3 Shtati-Shiil 2. 




tCkfnejS/SGjS ■ 



_?%!d- 






E. J. PENNINGTON. 

SELf PROPELLED VEHtClE, 

lAppii— m« SWd Oct. n, iswe.1 



PatBntiia ]um 6 1899. 




Jl^.Z 










-^.^0A 



^or/t><:^^-5 



Patented June 6, 1899. 
E. J. PENNINeTQN. 
MOTOR ATTACHMENT FOR 8ICVCLES. 

2 Shtets— Shetl I. 



Patented June 6, 1899. 
E. J. PENNINGTON. 
MOTOR ATTACHMENT FOR BICYCLES. 






2 $h«et(-Slu«l2. 




<J< 



^^ 



►} 







"tlKorncijJ'. 



i 






^^/ZZr 



104 



GAS. 



H. B. SIEELE 
AUTONOBILE VEHICLE. 

rAvpUntJan Sltd Jul IB. 1S07.1 



Patented lune 20, 1899 



9 Sti««tf-SlieBl I 




INVENTDP, 



H. B. STEELE. 
AUTOMOBILE VEHICLE. 

IA..JF11CBII0S DIM Ju. IS, 1S97.) 



Patented June 20, 1899. 



9 Sheala— Sbttl 2. 







No. 627,359. 



H. B. STEELE. 
AUTOMOBILE VEHICLE. 

lAppUeatlsn Ucd Jcs. IB, lBIKr.| 



Patented lune 20, 1899 



9 Sheetl— Sheet 3. 



No. 627.359. 



H. B. STEELE. 
AUTOMOBILE VEHICLE. 

'ArollcnUOD aiod Jul IB, IBOT.) 




Patented June 20, 1899. 



9 Sbaels-Sh'eel 4 




nQ..4 



tp''""^^^ 



no,. 3. 



INVCNTDR, 




^^Ur^'d'Jt 



tuCu. 



WiThJtSSES ^ ~^' I* T lNVEigTQf\ 



GAS. 



H. B. STEELE. 
AUTOMOBJLE VEHICLE. 

tApplicMlOe Slid )u. IN. lOWT I 



PaltiilBd Ions 20. 1699. 



S Sh«ftt»-3ti>al b 




^yi^/^jtu^ 



No. 627,359. 



H. B. STEELE. 
AUTOMOBILE VEHICLE. 

|Avl.lIcllU9D Bl«J Ju. IS, IBBT.J 



Patented June 20, I8»». 



9 Sh««tt-Shg«t 7 




-Witne3be:ei 



N\/ElNTaf\ 



lOS 



H B. STEELE. 
AUTOMOBILE VEHICLE. 

kApplliill'.ii ni*d Ju It. KBT.I 



Pattnttd Jun> 20, 1899. 



• Sli(tli-Shi«t 6. 




FTg..7 




Invei>Jtdf\ 



K. B. STEELE, 

AUTOMOBILE VEHICLE. 



Patented June 20, IU»». 



9'Sheel*— Sh«el 8. 







lN\/ENTaf\ 



106 



GAS. 



No. 627.359. 



H. B. STEELE. 
AUTOMOBILE VEHICLE. 

lAppIiCAtlOB Hid Ju. IB. IBtn I 



Patented lune 20, 1899. 



9 Sheets— Shoel 9. 




^. % 2>M^ > 



IN\/e:i^tdf\ 



/j^^^/CjvA^^ 



AIR. 



Chronological Arrangement of all Drawings in Air ^Propelled Carriages, 

1789 to July 1, 1899, 



3 Sheets--Sheet 1 
J. GRISCOM. 
Compressed Air Motors for Vehicles. 

N.O. 15.2,285. « Patenled June 23, 1674. 







3 Shiiel!--Sheel 2. 
J. GRISCOM. 
Compressed Air Motors for Vehicles. 

No 152 285 Palenied luce 23, 1874. 




108 



AIR 



3 Slicnts--Sheel 3. 
J. GRISCOM. 
Compressed Air Motors for Vehicles. 

No, 152,285, Paleiileil June 23, 18 74, 




No, 270,982. 



C, W, POTTEE, ""—="«" 

COMPRESSED AIR MOTOR, 

Patented Jan, 23, 1883,' 
,vB 










Ko. 270.982. 



2 Slieels— Bteet '>. 

C, W, POTTER, 
COMPRESSED AIR MOTOR, 

Patented Jan, 23, 1883, 




"'°"°*^" . D. S. TROY 

VEHICLE PBOJELLED BY COMPEESSEB AIR. 

No. .^nn.P.fl O. k PatentedJune 10, 1884. 

,,.. ..Ut0l^' 













mYENTDE: 



ATTORNEYS, 



AlR 



No. 331,276, 



„ „ «„„, , C Sljeeu— Soeel I. 

C. E. BHELL. 

TEIOOIPEDE. 

Patented Doc. i. 1885 

Ms/-'' 




109 



No. 331,276. 



C. E. BUELL. 

VELOOIPEDE. 

Patented Deo. 1, 1885. 



4 Sbeets— BQeet 1. 

T. CUMMINS. 

BIOTOLE ATTA0EME8T. 

Patented Jan. 31, 1893, 




/^L^^ 



INVENTOR 



tf 



No. 491,040. 



No. 491,040. 



4 SbeetB— Sliest 2. 

T. CDMMINS. 

BICTOLE ATTACHMENT. 

Patented Jan. 31, 1893. 




AHOHNEY 




WITNESSES! 



INVENTOR 



ATTORNEY 



no 



AIR. 



(Ko Hodel.) 



No. 491,040. 



4 sneets— Sheet 3. 

T. CUMMINS. 

BIOTOLE ATTACHMENT. 

Patented Jan. 31, 1893. 



irigt.M 





. 






^' 


X 

S- 






y- 


i 


^oo 


- 


" 






[■■ 


,6 



JBiff.s. 




WITNESS! 
(SMh^ C. 



INVENTOR 



t^i/itAJi-t^ . 



Bt 



ATTORNEY 



4 Sheets— Sheet 4. 

T. CUMMINS. 

BIOTOIE ATTACHMENT. 

Patented Jan. 31, 1893. 




4 Sheets— Stieet l 



(Ne Model.) 

J. KAMES. 

C0MPEE8SED AIR MOTOE TOE PE0PELLIN8 WHEELED TBHIOLES. 

No. 491,892. Patented Feb. 14, 1893. 



4 Sheets— Sheet 2. 




J. KAMES. 

OOBPBESSED AIE MOTOE FOE PEOPELLINO WHEELED VEHICLES. 

No. 491,892. Patented Feb. 14, 1893. 



JF^^. 




^f^€H^^^. 



^^^^^^^^^y^ 






.^t^LA. jSL^!;,.rJ 






.yenfy. 



AIR 



III 



iHoKodel.) 



4 Sbeeie— Slieet 3 



J. KAMES. 
OOMPEISSED AIE MOTOR FOB PROPELLING WHEELED VEHICLES. 

No. 491,892. Patented Feb. 14, 1893. 




tHo Model ) 4 SLeets— Stiei;t 4 

J. KAMES. 
COMPRESSED AIE MOTOE FOR PROPELLINO WHEELED VEHICLES. 

No. 491,892, Patented Feb. 14, 1893. 







^ee^ 



No. 504,272. 



G. KELLER. 
MOTOE. 

Patented Aug. 29, 1893. 



t/cf/--/. 



No. 550,163. 



4 Sbeetd— Sheet 1 

a. BUBJJfD. 

OOMIEESSED AIR MOTOR. 

Patented Nov. 19, 1895. 




lV/rfJ£SS£S 







112 



AIR 



No. 650,163. 



i Slieets— Sheet 2 

G. DUEA.ND. 
COMPRESSED AIK MOTOR. 

Patented Nov. 19, 1895. 







f^'^-tC- 



(Ho Model,) 4 Sheets— Sheet 3 

G. DTJEAND. 

OOMPBBSSED AIR MOTOR. 

No. 560,163. Patented Nov. 19, 1895. 




4 SbeetB— Sheet 4. 



G. DttRAND. 

COMPRESSED AIR MOTOR. 

Patented Nov. 19, 1895. 



C, H. BELLAMY. 
BICYCLE. 



1 Sheete — Sheet I. 




No. 576,638. 



Patented Feb. 9, 1897. 













AIR 



113 



No. 576,538. 



2 Sheets— Sieet 2 

C. H, BELLAMY. 
BICYCLE. 

Patented Peb. 9. 1897. 




^ ti ^Y^5< r^\i *^ \ 



Xo ^i^ 




;^ ^ /^..^^i,^ 



/^T^.e^ii^_ 



'. at6/ 



No. 596,901 



t Sbeeu— Sbeet I 

D. A. MOORE. 
AIR PROPELLED BICYCLE. 

Patented Jan. 4, 1898. 




Qa,Q.i:^. 



<S.Ao-S 



!t< My.*^_, 



tTTOSSEfS. 



No. 696,901. 



2 SheeLS— Sheel 2. 

D. A. MOOEE. 
AIB PBOPELLEII BICYCLE. 

Patented Jan. 4, 1898. 



E. A. COZENS. 
PNEUMATIC MOTOB FOE BICYCLES. 

Patented Jan. 18, 16 





Fig. 2 




S^^'^^f^^^H^t:. 






Tig. 3. 



^,C3- — 



/^g«5^2.. tZ. '<^ef^-t:^**^ 



114 



AIR 



J. L. HANSAKD & B. HIATT, 

AIR MOTOR FOB BICYCLES. 



No. 597,466, 



Patented Jan. 18, 1898. 




E. E. EYSTER. 

AIR PROPELLED BICYCLE. 



2 Sheets— sheet 1 



No. 602,61 



^yUt'tviC3»C« 



^ (2- VZ-ez-*.--,^ 



C7 £/ a«<yt*i«ij 







2 SheetB— Sheet 2. 



No. 602,618. 



E. E. EYSTER. 

AIR PROPELLED BICYCLE. 

Patented Apr. 19, 18 



tXoHodel.) 



4 Sheets— Sbeet I. 



H. SYMES. 

MECHANISM FOR PBOPELLINO VEHICLES. 

No, 603,518. Patented May 3, 1898. 






\ 






AIR 



(No Model > 1 Sneets-steet S 

H. SYMES. 

MECHANISM FOR PEOPBLUKG VESICLES. 
No, 603.618. Patented May 3, 1898. 



J^.^ 





JFy.J 










(MUu.-^\- Oh^a^J) 



- LUCnmii, 



115 



(Do Model.) 



4 Sbeeta— Sbeet 3 



H. STMES. 

MECHANISM FOE PE0PELIIN8 VEHICLES. 

No. 603,618. Patented U&; 3, 18 







H. SYMES. 
MECHANISM FOR PROPELLINS VEHICLES. 



4 Sbeets— Sheet 4. 



No. 603,518. 



Patented May 3, 1898. 



M. SCHMIDT. 
AIR ENGINE. 



Patented Nov. 29, 1898. 




THg.l 



Ticf.a 



f9 


f 




tes 


J'P 


d 


d 


c 


7 




Vl L 

















116 



AIR 



M. SCHMIDT. 
AIR ENeiNE. 

rAppUcMloa ni«d Bcpk 1, ISVT.I 



Patented Nov. 29. 1898. 



3 SheBtH— Sh«et 2 







TT iVenior\- 



ELECTRICITY. 



Chronological Arrangement of all Drawings in Electrically^Propelled Carriages, 

1789 to July 1. 1899, 



No. 123,809. 



T W rnP ZSheets Sheet 1. 

OASBIAaS. 

Patented Feb. 20, 1872. 




6 7ffY/ 



yxnsst'. 



J^tfGnu;5. 



No. 123,809. 



3 Sheets— Sheet %, 

L. W. COE. 

GARBUai. 

Patented Feb. 20, 1872. 



^'^•>;,— — rSr:^ 



J^ig.r. 



Witness: 







118 



ELECTRICITY. 



(No Model.) 



z SbeetG— Sboet 1. 
E. POX, 

VEHIOIE PHOPELIED BY ELEOTErOITT. 

No. 281,869. Patented July 24, 1883. 










(No Uodel.) 



2 Sheets— Sboet 2 



E. POX. 

VEHICLE PROPELLED BY ELEOTBIOITY. 

No. 281,869. Patented July 24, 1883. 





Q^- 






cS^„--jX. ^ ,&u/t' 



a^ 



(No Model.) 

C. A. FAUBE, 

PEOPELLINS VEHICLES BY ELECTBICITY. 

No, .383,561. Patented May 29, 1888. 



7. Sheets— Sbeet 1.. 



P. E. KINSMAN. 

ELEOTEICALLY OPERATE!) ICE OOTTINO MACHINE, 



No. 412,925. 



Patented Got. 15, 1889. 




WT 



•z — 7- .i' 




■^:iff.z. 











Uo- a«o^*MHj //* i5Sf 









=5 r-g :? ■ 



ELECTRICITY. 



iig 



iHo Model 1 2 Sheets— 30661 2. 

F. E. KINSMAN. 
ELECThlCALLT OPERATED ICE OOTTINS MACHINE. 

No. 412,925. Patented Oct. 15, 1889. 







No. 416,790. 



W, P, PERRY. 

VELOCIPEDE. 

Patented Hcv. 26, 16 




■FigX 










5« i^'y-o-rX'^riJ 



'-4>^f 



W. JASPER. 

VELOCIPEDE. 



Patented Apr. 22, 1890. 




fVo Model.) 2 Sheets — ^^eGt J 

R. J. FLEISCHER. 

VELOCIPEDE. 

No. 439,396. Patented Oct. 28, 1890. 










QUVcmye^ 



120 



ELECTRICITY 



No. 439,395. 



2 Sheets— Sheet 2 

E. J. FLEISCHER. 
VELOOIPEDE. 

Patented Oct. 28. 1890. 




"^'-^■^ii 



I 



m 










2 Sheets— Sheet I. 



No. 458,545. 



C. E. E&AN. 

ELECIRIO MOTOS. 

Patented Aug. 25. 1891. 




fis.Z 







Charles 'E'Ejan) 



(No Model ) £ Sheets— Sheet 2. 

C. E. EftAN. 

ELECTRIC MOTOE. 

No. 458,545. Patented Aug. 26, 1891. 

fie. 3 



No. 464,244. 



2 Sheets— Sheet 1.. 

M. ¥. DEWEY. 

ELECTKIC FIBE ENGINE. 

Patented Deo. 1, 1891. 




Fie.^ 





Ftj.Z. 



WITNESSES: 



INVENTOR: 
/^ 4TT0RNEYS: 



ELECTRICITY. 



121 



No. 464,244. 



2 Sii'eels— Sheet ? 

M. W. DEWEY. 

ELECTRIC FIEE ENGINE. 

Patented Deo. 1, 1891. 




WITNESSES 



inventor: 
^ Jm attorn evs' 



(No Model.) 

M. W. liEWEY. 
ELEOTEIO HOSE OAKBUOE. 

No. 464,246. Patented Deo. 1, 1391. 




WITNESSES: 



INVENTOR, 
Ai ATTORNEYS- 



M. W. DEWEY. 

ELECTRICALLY PROPELLED VEHICLE, 



No. 464,246. 



Patented Dec. 1, 1891. 



(No lHodel } 

M. W. DEWEY. 

ELECTRICALLY PROPELLED VEHICLE. 

No. 464,248. Patented Deo. 1, 1891 





WITNESSES 






INVENTOR: 
,Lt ATTORNEYS 



J'Uf.4. 

WITNESSES 



Fij.5. 



INVENTOR, 
^ ATTORNEYS 



\22 



ELECTRICITY 



heets— Sheet i. 



No. 470,841. 



D. MADDEN. 

WHEELED OONVETANOE. 

Patented Mar. 15, 1892. 








•% 



Ho. 470,841. 



2 Sheets— Slieet l- 

D. MADDEN. 

WHEELED OONVE'JANOE. 

Patented Mar. 15, 1892. 




CVc'^rjesS£S- 



^o^c-'r' 






(No Model.) 

F. GARDNER. 

ELEOTRIOALLT PEOPELLED VEHICLE. 

No. 473,871. Paten*,ed Apr. 26. 1892. 



^fta/ 



(No Molel.) 



No. 500,022. 




J. W. MOAKLER. 

ELEOTRIO EOAD VEHIOLE. 

Patented June 20, 1893. 




JXff:£. 



f=\ -» 



-a n 




J^«?«^d-^ 






INVENTOfi 
ATTORNEYS 



ELECTRICITY. 



123 



(No Model.) 2 Sheets— Sheet 1 - 

J. U. ROGERS & W. FRACKER. 

ElEOTRIOALLT PHOPELLEU VEEIOM. 

No. 512,327. Patented Jan. 9, 1894. 







cIjivc m tow 









(No Uortel.} 2 Sheets— Sheet 2, 

J. H. ROGERS & W. FBlCtER. 

ELfiCTRIOALLY PROPELLED VEHICLE. 

No. 512,327. Patented Jan. 3. 1394. 













(Ho Uodel.) 

C. G. ANDERSON. 

ILEPTHIOALLT PROPELLED DBIVE WHEEL. 

No. 513,859. Patented Jan. 30, 1894. 

-I 



dodel.) 



E. E. KELLER. 

ELEOTBIOALLY PEOPELLED PZEAMBDIATOE. 

No. 523,354. 



2 SheetB— Sheet 1. 



Patented July 24, 1894. 




FIG 1 







FIG 3 




1^. c^.fl'-.i)'j)l_ 



WiTNcascar'^-^-js 






INVENTOR 



.t/lJZU^Z^. ^^^^-c^^/^^-^ ^,,^,_^^^2{^A^, 







ATTORNEY- 



MTT 'i. 



i24 



ELECTRICITY 



fNo Model.) 



2 Sheeta— Sheet O. 



E. E. KELLEE. 

ELEOTEIOALLY PEOPELLED PEEAMBDLATOE. 

No. 523,354. Patented July 24, 1894. 



FIG 3 




WITNESaCS. 



INVENTOR 



aZu^^ ^^'-^^ "^...^^i^^ 



.ATTORNEY 



No M<j(l?l . 2 Sheots—Shoet 1 

H. C. BAKEE & J. E. ELBEE&. 

ELECTRICALLY PROPEiLED VERIOLE. 

No. 532,016. Patented Jan 8,1895, 



Jf^-^ 











\ Slieete— Sheet 2 



H. C. BAKEE & J. E. ELBEEG. 

ELEOTEICALLI PROPELLED VEHICLE. 
No. 532,016. Patented Jan. 8, 1895. 



tHo Model.) 3 Sheets— Sheet 1. 

H. G. MOEEIS & p. G. SALOM. 

ELECTRIC CARRIAGE. 

No. 541,001. Patented June 11, 1895. 



^^/. •'/. 







/'<y. ''/ 







/Czff.6. 



iMoioj 







Jjtae-ntof,! 



Wt./rt.c.y.jf-'S.- 







ELECTRICITY 



125 



(!(■> Mod-jl ) 3 Sheets— Sheet 2. 

H. G, MORRIS & P. G. SALOM. 

ELECTRIC CARRIAGE. 

No. 541.001. Patented June U. 1895. 



rjGJi 










iMoMoflcl ) 3 She-ts— 3h«ei 3, 

H, G. MORRIS & P, G. SALOM. 

ELECTRIC CARRIAGE. 

No. 541.001. Patented June 11 lij95. 




SAiZJ^ ..^ee^ti/^ 



Irwen tefr.y- 



H. W. LIBBET. 

ELEOTSIO BIOYOLE. 



No. 547,441. 



Patented Oct. 8, 1895. 



No. 552,271. 



3 Sheete— Sheet 1 

0. BOLTON, Jr. 

ElEOTRIOAl WCYCIE. 

Patented Deo. 31, 1895. 











/'//M^^i^o^^^^^^^ 






126 



ELECTRICITY. 



lys Hodel.l 



No. 662,271, 



0, BOLTON. Jr. ' ^''-'-^^"t . 

ELECTRICAL BICYCLE. 

Patented Deo, 31, 1896. 



^<>.;?. 




"SS* 






'No Model.) 



No. 552,271.. 



0. BOLTON, Jr 

ELECTEIOAL BICYCLE. 



J Sheets— Sher-t 3 



Patented Deo, 31, 1895. 




~^/^njG^S''S>G^i 1 I III! ■■ m il .,-_ ^ 



C. H. BARROWS. 
MOTOH VEHICLE. 



2 Sheets— Sheet 1. 



2 Sheets- Sheet 2 



No. 664,684. 



C. H. BARROWS. 
MOTOR VEHICLE. 



Patented July 28, 18 



No. 664,684. 



Patented July 28, 1896 





,_^g..d 



^^J'zj^n-'i^':^^ 









ELECTRICITY 



127 



No. 667,445. 



^ Sheets— Sheet 1 
C. H. BARROWS. 
MOTOR VEHICLE. 

Fateuted Sept. 8, 1896. 




^afi a 










— ^yj^.s 



2 Sheets— Sheet 



(No Model.) 

C. THEEYC. 
WHBEI WITH ELECTRICAL MOTOR HDB FOE VEHICLES. 

No. 672,036 Patented Nov. 24, 189 




C. H. BARROWS. 
MOTOR VEHICLE. 



3 ShpetB— Sheet 'i 



No. 567,445 



Patented Sept, 8, 18 








(Ho Model.) 



2 Sheets— Bteet 2, 



C. THERYC, 
WHEEL WITH ELECTRICAL MOTOR HDB FOB VEHICLES. 

No. 572,036. Patented Nov. 24, 18 




Tiq^. 




Fiq^. 







128 



ELECTRICITY 



iNo Model.) 3 Sbt>-et3— Sheet 1 

H. G. MORRIS & -P. 6. SALOM. 

MOTOS PROPELLED VEEIOLE. 

No. 578,651. Pate 




VClc^. a. /^^.^yyr. 






(No Model.) a aiieets— Slieet 2 

H. ftt MORRIS & P. G. SALOM 

MOTOR PROPELLED TEHIOLE. 
No. 578,651. Patented Mar, 9, 1897. 

FIG. Z. 




H^^rz^Ssecs .■ 



JtCtk^.di ^-w^ 






Uodej J 3 Sheets— Sbeet 3 

H. G, MOBRIS & P. G. SALOM. 

MOTOR PROPELLED VEHICLE. 

No. 578,651. Patented Mar. 9, 1897. 



(Ho Model.) 4 Sheete— Sheet 1. 

H. G. MORRIS & P. G. SAT.qM. 

MOTOR PROPELLED VEHICLE 

No. 579,890. , Patented Mar. 30, 1897. 














1V%fifc^JS^e^ 









ELECTRICITY 



129 



(Ho Model.) t Sheen— Steol 2. 

H. G. MOREIS-& p. 6, SALOM. 

MOTOK PEOPELLEU VEHIOLE. 

No. 579,890. Patented Mar. 30, 1897. 




JiSt^ a,. •3»«' 






fNoMoilel.) 4 SheeU— Sbeel 3. 

H. G, MORRIS & P, G. SALOM. 

MOTOR PROPELLED VEHIOLE. 



No. 579,890. 



Patented Mar. 30, 1897. 







^onrJ/ G.Jiforrva 



ISO Model.) 4 Sheets— Sheet 4. 

H. G. MORRIS & p. G. SALOM. 

BOTOS PBOPEILED VEHIOLE. 

No. 579,890. Patented Mar. 30, 1897. 



rya <t. 



No. 585,371. 



C.E.WOODS. "'"«-3...«.. 

MOTOE VEEICLE. 

Pateated June 29, 1897. 





ScUa a.- ^^-^ 









.^iMT^^H^. 



130 



ELECTRICITY 



No. 585,371 



5 Sheets— Sheet 2 
C. E. WOODS. 
MOTOR VEHICLE. 

Patented June 29, 1897. 



> >-- 



■~v 










N 


k 


f 




N 




f* 




f 




f 




f 









te 






C. E. WOOBS. 
MOTOR VEHICLE. 



5 Sfieeth— sneet 3 



No. 586,371. 



Patented Jane 29, 1897. 




-i. 



^ nij HISSES ■ 



.M.:6:ul^%J< 



A-ict — 



(No Uedel.) 



No. 585,371. 



C. E. WOODS. 

MOTOR VEHICLE. 



5 Sheets— Sheet 4 



Patented Jnne 29, 1897. 



(No Model.) 



No. 585,371. 



C. E. WOODS. 

MOTOE VEHICLE. 



6 Sheets— Sheet 5. 




Patented June 29, 1897. 
' f" ? 



FiyA 




i^-> 






Fie/. 6. 






ELECTRICITY 



131 



K. KNDDSEN. 

CIRODIT OONTEOLLEB FOR ELECTRIC VEHICLES. 

No. 686,606, 



2 Sbcets— Slieel 1. 







l»\/£NTOR 
JCarsten hjnu.d^enj 



'"" "«'''' ' „ „ ,„ -' Sl.eas-Sl.e.;i -■. 

K. KNDDSEN. 

0I8CDIT CONTROLLER FOR ELECTRIC VEHICLES. 
No. 586,606. Patented July 20. 1897, 




if/ruessES. 






INVENTOR 
/CarsTfn iCitudseni. 

O ^7~fORNrv 



No. 591,393. 



G. H. GRENLICH. 
MOTOR VEHICLE. 

Patented Oct. 12, 189?. 



No. 692,682. 



_ 2 Sheets— Sheet 1 

C- H. BAEEOWS. 

MOTOR VEHICLE. 

Patented Oct. 26, 1897. 



.^ 



-^ 




(Sl^.2 







_ diiixn tor, 







132 



ELECTRICITY. 



(No Model.) 



No. 592;682, 



„ „ 2 Sheets— Slieet 2 

C. H. BAEROWS, 

MOTOR VEHICLE. 

Patented Oct, 26, 1897. 



,_^0 






1 


s 


^ 


1 




( 


it 


■*"/ Hi 


\' 




J. 






L 


SSfs^ 










No. 594,806. 



3, Sheets— Sheet I. 
H, P. MAXIM. 
MOTOK VEHIOLt. 

Patented Nov. 30, 1897. 

»5 







'^ 



'^XiljRi'^ 



Jn^ervtor: 



No. 594,805. 



6 Sheets— Sheet 2. 
H. P. MAXIM. 
MOTOB VEHIOLE. 

Patented Nov. 30, 1897. 



'No Model.) 



No. 694,806. 



S Sheets— Sheet S 

H. P, MAXIM. 

MOTOR VEHICtE. 

Patented Nov. 30, 1897. 




J^.^. 




-^J 



^ L^LjOt,.^.,^^ /.X-'U^^ '^Ot.n^t,^,^ 






-Trwen^tOT'. 



ELECTRICITY. 



133 



(No Model.) 



5 SlieetB— Sheet 4 

H. P. MAXIM. 

MOTOR VEHICLE. 

Patented Nov. 30 1897. 




[^^^^. 




^ r I 



Xruuentor : 



-Tf 






^a^s. 



No. 594,805, 



■•i SlieetB— giioet 8 

H. P. MAXIM. 
MOTOR VEHICLE. 

Patented Nov. 30, 1897. 



f ^, Jg , , ^ 



oo 




;1^ -M^ ^ 



^ 






' " "jot. 



^A DL -^ 




''^ ferf<^*^5=^^-.' 



ZrvucTvLor. 



No. 596,S72, 



H. W. LIBBET. 
ELECTRIC BIOTOLE. 



H. W. LIBBET, 

ELECTRIC BIOTOLE. 



Fiq.l 



Patented Deo. 28, 1897. 



No. 596,273, 




Patented Deo. 28, 1897. 




Fiq.2. 



^^S 
















/3< 



ELECTRICITY 



No. 596,274. 



H. W. LIBBEY. 

ELECTSIO BICYCLE. 



Patented Dec. 28, 1897. 





Fi^.3. 














No. 598,228 



„ 3 -Sheets— Sheet 1 

H. G. MEDMANN. 

VELOCIPEDE. 

Patented Feb, 1, 16 







H. 6. MEUMANN. 
VELOCIPEDE. 



3 Sheets— Sheet 2 



No. 598,228. 



Patented Feb. 1, 1898. 



3 Sheets— Sheet 3 

H. G. MEUMANN. 

VELOCIPEDE, 

Patented Feb. 1, 1898. 




i'^/^ 







SnucM-fot; 






ELECTRICITY 



135 



No. 598,314. 



* 7 Sheets— Sbeet 1 

W. A. CEOWDUS. 

AUTOMOBILE VEHIOIZ. 

Patented Feb. 1, 1898. 







No. 598,314. 



7 8heet8~3fient 2 

W. A. CROWDDS. 
ADTOMOBILE VEHICLE. 

Patented Feb. 1, 1898. 







S^^?^«j_^ 



No. 598,314 



7 Sheets— Sheet 8 
W, A. CROWDnS, 
ADTOMOBILE YESIOLE. 

Patented Feb. 1, 18 



7 SheeiB—oneoi 4 




No. 698,314, 



W. A. CROWDDS. 
AUTOMOBILE VEHICLE. 

Patented Feb. 1, 18 













136 



ELECTRICITY. 



(Ho Model! 7 SheetB— Sheet & 

W. A. CROWDUS. 

ADIOMOBILE VEHICLE. 
No. 598,314, Patented Feb. 1, 1898. 




No. 558,314. 



• 7 SheetB-Sheet 6 

W. A. OROWDUS. 

ADTOMOBILE VEBTOLE. 

Patented Feb. 1, 18B8. 



^ 

■S^ 





V^^ A '.j^^^ 

^ 


'^^^W 










No. 698,314. 



7 ShfletB— Sheet T. 

W. A. CBOWDUS. 

AUTOMOBILE VEHICLE. 

Patented Feb. 1, 1898. 



6. J. SCOTT. 

VELOCIPEDE. 



No. 598,819. 



Patented Feb. 8- 1808 



m;^./7. 



/o- 



:z^ 



IXff.l. 





H 




JZ^.^. 



-/? 



-/s 




lllllliilIF 










Qf^. 






ELECTRICITY 



137 



(Mo Mode].) 

E. T. D. BEODGHAM & W. C. BEESEY, 

SUSPENDINS BATTERIES ON CASSIiSES. 

No. 602,302. -cr-g>tentedApr. 12, If 




ffitftesses 





ii 



/S^f.^.u^'iikr.,.^ 4„,^ :^2J&1 






l»c Hodal.l , snoeti-oncel 1 

H. Q. MOREIS & p. G. SALOM. 
ELECTEICAILT PEOFEILED VEHICLE. 

No. 603.198 Patented Apr. 26, 1898. 




Wet rvesi^e.^ . 

Jic^^ a, x3— ^ 



Ife/trr/O'.Atorrc^ '''ttc 



tRo Model. 1 4 Sheets— Bhe 

H. G. MOEEIS & P. G. SALOM. 
ELECTEICALLT PBOPELIED VEHICLE. 

No. 603.198. Patented Apr. 26, 18 



4 Sheets— Sheet 3 



s 




H. G. MOEEIS & P. G, SALOM. 
ElECTSICALLT PROPELLED VEHICLE. 

No. 603,198. Patented Apr. 26, 18 



FIG. 3. 










Jrti '£71 tvrs : 



138 



ELECTRICITY. 



(No ModeM 4 ShcPtB— Sheet 4 

H. G. MO-RRI"^ & P. G, SALOM. 

ELEOTRICAILY PROPELLED VEHICLE, 
No. 603,198. 



_P_atented Apr. 26, 1898, 



riG.^. 




FJG.6: 









(No Model.) 

R. T. D, BROUGHAM & W. G. BERSEY, 

SAFETY DEVICE FOR ELECTRIC OAREIAGES. 

No. 604,874, Patented May 31, 1£ 




IHg.2. 



r \"g^:'":; /"""' 

I jO, \ --^ J> r--r-.-/--i 

. Ct.--N ^'"- .-^---Vr- — / — r- -|-^j;-r-1 

'if®; '.I i: .'»-5;*«T€:.l 







Inven&fn 



(No Model.) 



3 SheetB— Sheflt 1, 



J. E. M. BECKER. 

VEHICLE WHEEL. 

No. 606,070. Patented Jnne 7, 1898. 

FIG.II. 



Ko. 605,070. 



3 SbeetB — Sheet Z.f 

J. E. M. BECKER. 

VEHICLE WHEEL. 

Patented June 7, 1898. 




FIG.3. 



F/G.2. 














ELECTRICITY. 



139 



Ho. 605,070. 



3 Sheets— Steet i 

J. E. M. BECKER. 
VIBIOLE WHEEL. 

Patented June 7, 1898. 




L. KRIEeER. 
EIECTRICAILY SELF PROPELLIMe VEHICLE 

■ UM ■«. 11. 1B»T . 



Patented July 26, IB98. 



7 Shictt-Shasl I 










/^Jf 



h^^ ''Sifixjr'/c^^^ir 



No..«07,997. Patented luly 26, 1898. 

L. KRIEGER. 

ELECTRICALLY SELF PROFELLINi^ VEHICLE. 

(ApvUotlOB fllad TSMI. II, IBOT ) 

(No HoilBl.j 7 SbsBls-Sheel 2. 



Patented luly 26, 1898. 
L. KAIEGER. 
ELECTRICALLV SELF PROPELLING VEHICLE. 

(ArpUniloB llltd Mh. 1 1, 18B7.) 

7 5ho«ti— StiBBt 3, 





Tf^irr-esSiSS. 












?t£j ^iizir-n^yj 



?US ~S-££l>rrc^ya, 



140 



ELECTRICITY. 



No. 607,997. 



L. KRIE6ER. 
ELECTBICALLV SELF PROPEtLINS VEHICLE 
(AppllentlOB niad Har. 11, 



Patented luly 26, 1898. 



7 Sheelt-stieet 4 




Witrz-eJ^ses. 









Atj'' •^&Or-tz.etf^ 



Pattnteo luly 26, 1893 



no. 607,997. 

L. KRIEGER. 
ELECTRICALLV SELF PROPELLING VEHICLE. 

IAppl,»lun Plpd Kpi. 11. lUT.I 

No Modal.) 7 ShPBli-ShBBt 5 



r/e. s: 




T^' 






Xj-i,v'e7i-to7'.- 






L. KRIEGER. 
ELECTRICALLY SELF PROPELLING VEHICLE. 



PatentBd luly 26, 1898. 



Patented luly 26, 1898, 




7 ShPtlt-^heil 6. 



No. 607,997. 

I. KRIEGER. 
ELECTRICALLV SELF PROPELLING VEHICLE. 

lAppiicaiioD flisd K«. 11. lae? 1 
(Ho Model., 7 shBoli-ShdOl 7. 



n 




®s>S 




u 



X-n-VeTttoy- 



ij 1^ Hj piffHiiiiii II iTyiffiTuiiiiiiiiifl ]! 



^ «... AKK.- 



;ti> _?**9f tf-tyJ' 




tu'j .^4£o/-'t-<J/^ 



ELECTRICITY. 



141 



L. KRIEGER. 
ELECTniCALlV PROPELLED VEHICLE. 



Reissued Oct. 31, 1899. 



7 Sbiilt-tltif' I. 







G^imf^ 



Reissued Oct. 31, lds». 
L. KRIEGER. 
ELECTRICALLV PROPELLED VEHICLE. 

lApplmilaa -Md /1l^ K, IBM 

7 Sktil*— %>til 2 










No. 11,780. 



L. KRIEGER. 
ELECTRICALLY PROPELLED VEHICLE. 

lAppUsUES fllid Juu ao, lew.) 



Relssueil Oct. 31, 1899. 



7 Sbctti— Shtil 3 



Reissued Oct. 31, IBS'). 
L. KRIEGER. 
'ELECTRICALLY PROPELLED VEHICLE. 

'ApplUKUsB Slad Juw 90. lOSS., 

7 SI)a«li~8hBel 4. 




>^ ft^s, 






V 



^gzSfe^; 



■2^ 




't 






aUll,:^ 



142 



ELECTRICITY 



Reissued Oct. 31, 1899. 
L. KRIE6ER. 
ELECTRICAILV PDOPELIED VEHICLE. 

lApplidUce Blad Jud^ 90. IBM., 

7 Shealt— Shsel 6. 



r^ 













No. 11,780. 



Reitiued Oct. 31, 1899. 
L. KRIEGER. 
ELECTRICALLV PBOPEILED VEHICLE. 

(ApvUiaUcD nltd Just 90. IBOO., 

7 ShBBtB— Shtat e. 




c 



Mimiiiiiii iiiiiiijiiijiii([ii iii i ii liii i i i i i mimi 



^■!:/t7ieJJ.eJ 




O5 



^iJ'ffH'' 



iy/iA/eiiZniy. 



Gt^^na^ 



L. KRIESER. 
ELECTRI^LLV PROPELLED VEHICLE. 

lAppii ' ii r it ai«t juDs ao, laoo , 



Reissued Oct. 31. 1899 



K. iCNUDSEN. 
TRUSS FRAHE FOR ELECTRIC VEHICLES, 

lApplicalioB aiad Oct. 30. IBO7.1 



Patented Sept. 27, 1898. 



7 sheata— Sheet 7. 



3 Sheela— Sheet I 








INVef/TOfi 









ELECTRICITV. 



141 



No. 611,258 










Patented Soot. 27. 189(1 






K. KNUDSEN. 




TBUSS fBAME FOR ElECIRIC VEHICLES. 








(Ra Model.) 




3 ShBflli— Sheet 2. 














Pi'"- 


r^^< 1- '!■ -— j 1 






l K - 


^^v'v';""'!, (' / 




^ 




/^\ ""-'J j 




^" 




"^ 


jv'V' 




./'7--~'-- 


,-'' 1 
1..:": _[ 


it. 


f< 












.H.. 








' I 


^ 












*;X_, 










1 


%¥'-'%. 


J< 


,-.-:-"-"ii-.-«' 


b-.----i-— 


; ,, 


)g50 


7if. "-v 








^^h^ V\ 








\\\ 


^J^^M \ ^ -•\ \ 








oJJT 


%K^Kr^^?^ ' ' > 






I ■ \ 


^'P 


^mrn] 






' ■ % -^/^ a v= yv 






V- / ^\^ \ // 






\ 










Nij "~ 


---::..'- 


'.'-'-' 



W/rrA/£SSES: 









K. KNUOSEN. 
TRUSS FRJME FOR ELECTRIC VEHICLES. 

'AppUutka l)l«d Oct. H. IBDT.) 



PatoiitBd Sept. 27, 1898. 



3 St»"l.-Sh«il J 



-li V 



X^.x3. 




w/nesses: 






^£/-^- 






No. ei?,360. 



T. J. LINDSAY. 
■OTOR VEHICLE. 



Patentsd Oct. II, 1898. 



e SheslB-Sheel I 



T. J. LINDSAY. 
HOTOR VEHICLE. 



Patented Oct. 11, 1898. 



6 Sheali— Shiel 2. 




TJg.2. 







144 



ELECTRICITY. 



T. J. LINDSAY. 
MOTOfl VEHICLE. 

(ApplluUna al*d Hky 9, lUen.i 



Patented Oct. II, 1898. 



6 ShBOtS— Shcot i. 




WITNESSES 



;5?A^' 



Thomns J.^inrlsny 



UoJUf^. 



No. 612,360. 



T. J. LINDSAY. 
MOTOR VEHICLE. 

(AppUuUsa AIM] Uvt 0, IBOB.) 



Patented Oct. II, 1898. 



e StiefllB-StiesI 4. 




^mjLMcJUk^ 



T. J. LINDSAY. 
MOTOR VEHICLE. 



Patented Oct. II, 1898. 



Sheels-^Shaet 5. 




T. J. LINDSAY. 
MOTOR VEHICLE. 

(AppUcaUoB Blad Ms^D, 1808.) 



Patented Oct. II, 1898. 



6 Shesli— Shflst f. 




^.n^^-^-.n-. 



^ J5 Z ^-^ijcu^'^^nu^^zyif 



Q-CltJColiV^. 



Thomns J.^int^sni 



EL^CTR/C/TY 



145 



J. C. REUTER. 
■ OTOR VEHICLE. 



Patentsd Oct. 18, 1898. 



3 Sheet*— ShtBl I. 




"\A/"iii i esses 






^■^•■^^^ ' afcu)«^, 



■^OutlC 



J. C. REUTER. 
MOTOR VEHICLE. 



Patented Oct. 18, 1898. 



2 Shceti-Shiil 2. 



Ai 




"Wilr TEEises — 




fXJc^o 



K. KNUDSEN. 
ELECTRIC VEHICLE. 

(AppUcUia Blttl J3S* IB. ISB?. RcBtv.d Sapt. SI, IBBO,) 



Patented Nov. I, 189b. 



K. KNUDSEN. 
ELECTRIC VEHICLE. 



3 Gheels— Sheet I 



Patentad Nov. I, 1898. 



3 sheets— Sheet 2. 



1^"^ •, ■« 



=a 






S 

I? 






^^^^ 






-^ V Si "« 




i^ 



g^ 



'^^ / / 



r--} 







\-Sai 



KJ 



-^ 




WITNESSES 



INVENTOR 
.ATTORNEYS 



WITNESSES 



-r 



INVENTOR 



^.^i..i„^2t,,v- ^^-/?"-^ 



ATTORNEYS 



146 



ELECTRICITY. 



K. KNUDSEN. 
ELECTRIC VEHICLE. 



Patented Nov. I, I89B. 



lAppUrfUan AIM Juns IS. IB07. lUoimd ftar' Bl. IBO&I 



3 Sheols-ShoDi i 




C2- 



WITNESSES: 



i^^(3^. 



T 



m VENTOH 
ATTORNEYS 



No. 11,724. 



K. KNUDSEN. 
ELECTRIC VEHICLE. 



Reioued Mtr. 14, 1899. 



■1 Sh»aU-Sli«e< I. 



s> > ■> 







fe,/n/f/. 






K. KNIIDSEN. 
ELECTRIC VEHICLE. 

lAppUutisB aud fiK. i«, ina.) 



Reissued Mar. 14, 1899, 



3 Shaeli— ShasI 2 



K. KNUDSEN. 
ELECTIIIC VEHICIE. 




Reissued Mar. r4, 1869, 



3 Shaeta— Sbflal 3. 



-z^. 



Sf-/- 










-^ 



^«^*-c )1 



f^'^/'rr-rt tryS ■ 









ELECTRICITY 



147 



M. J. STEFFENS. 
BICYCLE. 



Patented Nov. 8, 1898. 








No. 614,709. Kitenleil N». 22, I 

e. DUPONT & M. JOHANNET. 
■ EANS FOR DBIVIHG B«ILW«V. TRAIWAY, OH AUTONOBILE CtRS. 

lApplleallu flUd Oct. so, lUa ) 

(Ms Modal.) 



r 









r-' V ! /"r V .,/ 

v^ I . 15 -' 



Flq 5 





.&- 



Itiventori 



&Lit-^t7 



5-Z_. ^:.4^' 



A. L. RIKER. 

MOTOR VEHICLE. 

lApoucukB ai«i Tib. 11, looa.) 



Patented Mar. 14, 1899. 



I Sht«l»~Sliao( I 



No. 620,968. 



A. L. RIKER. 
MOTOR VEHICLE. 

lAppUaUSB fltid r>b. 11. 1B00.1 



Patented Mar. 14, 1899. 



2 Stioati— Shoot 2 












148 



ELECTRICITY. 



A. L. RIKER. 
MOTOR VEHJCLE. 



Reissued luly 18, 1889. 



2 Shtali— Shett I 




ma 



'f^esies 



"-1| 






7 t^^^i^'^efA^-'^-^,..^.-~f^ 



A. L. RIKER. 
MOTOR VEHICLE. 

<AppllMll«B flltd Jus* 3, IBt 



■^^f '^ 



Reissued July 18. 1899. 



I 3hett*-Shfet 3. 











^ 6^^;^,-/1_^ 



7V<_^ i*-6(ifc^-^ 



No. 823,383. 



F. A. POCOCK. 
MOTOR VEHICLE. 

lAppiluUos flUd Apr. 18, IBSS.I 



. ratented Apr. 18, 1899. 



3 Shaeli— ShaM I. 



No. DZd,O0J. 



Patented Apr. 18, 1899. 




F. A. POCOCK. 
MOTOR VEHICLE. 

lApplla^lcB Illid Apr. la, ISM.i 



3 ShtBit— Sbtet 2. 




^^^^^^ 



ty/TNSSSES 



t&t^ 



'^itno.sses 










ELECTRICITY. 



149 



ratented Apr. 16, 1899. 



F. A. POCOCK. 
■ OTOn VEHICLe. 

rApBlieUlaa AM Apr. II, IMO.) 



3 Sbesti— Shdl 3. 



C),i^.6. 



%.?. 







T. L, CAMP 
FIFTH WHEEL FOR ELECTRICAL VEHICLES, 

lAppUuUaa AM Ju 



Patontad Apr. 25, 1899. 




^dz. 




"^-^^ Al^t~o-»Co-\.e. *s^ , C 'a-<<,*^ 



T. L. CAMP. 
FI/TH WHEEL FOB ELECTRICAL VEHICLES. 

(AppliuUoa 01*4 Juu 3. ISeS.) 



Pateirted Apr. 25, 1899. 



2 Shoeti— Sheet 2. 



No. 623,820. Patented Apr. 25, 18(9. 

0. PATIW. 

ELECTRICALLV PROPELLEO ROAO VEHICLE. 

(AraUMU«o fl]*d JulT at, IBM.) 

(Re HDdil.) 4 8h«*U-8bett I. 








TrZ/nf 






150 



ELECTRICITY 



0. PATIH. 
ELECTRICALLY PROPELLED ROAD VEHICLE 

Mpidlalia ni*A loif BS, ISM.I 



Patented Apr. 25, 1899 



4 Sbeeti— Sherl 2. 








-C'cTooe T-afiix . 



sy ^^<^^U^<M^L.i>-^^J'^^^^^ 



ji/h 



'crjieyj. 



Patented Aftr. 25, 



No. 623,820. 

0. PATIM. 
ELECTRICALLY PROPELLED ROAD VEHICLE. 

(Ho Modal.) 4 Shoiti-eiiool 3. 




*MJit»WM«0 



S^^C--- 






PalMited Apr. 25, 1899.- 



No 5'3,820. 

0. PATIN. 
ELECTRICALLY PROPELLED ROAD VEHICU. 

(ApplIcUlOB fllaO Joly BO, 1000.) 

Ko HoUI.) 4 Shoili-Skoot 4. 



Kg. 625,772. 



H. F. JOEL. 
AUTOIIOTOR CARRIAGE. 

(AopUeuloo 01*0 r>b o. lOOA, 



Patented Nay 30, 1899. 



2 Sbooto-Shoot I 












Jm^^^ju^HuL 






ELECTRICITY 



151 



H. F. JOEL. 
AUTOMOTCm CARRIACe. 

'AnlKitrea bUi r<b *. IBM ) 



Patented May 30, 1899 



2 ShBeli— ShesI 3 




Wtrf/£SS£S! ■ 



/ 'NVEf/roR 



(_^^..*-..3i^ 



Patented May 30, i«^. 



No. 625,953. 

B. M. HUNTER. 
ElECTAIC DEVICE FOR PDOPELLINS AND CONTROLLIIIO VEHICLES. 

(ApplisUoB flltd Mai. BO. IttSB.) 

(Hi aedBT.} 



FIS-.2 




J. SCNNEPF. 
AUTOMOBILE. 

lAroUcatloB U»t Kar B. IBOB., 



Patented June 13, 1899. 



2SbB>ti— ShBttl. 



J. SCHNEPF. 
AUTOMOBILE. 

(AppllcBUn Bl*4 Ibr «, ISBO.) 




Patented lune 13, 1899. 



3 ShBBiB— ShBBt 2. 



JP^.^ 




^^.5 



-^'v-s 







£ 



Xi ^ntor- 







-t^.e. 



^Snt>ffu/or- 






152 



ELECTRICITY. 



No. ^27,133. 



W. M. McDOUGALL. 
ELECTRIC VEHICLE 

r«ppllull9D nl«] AUR 4 IHUh.' 



Patented June 20, 1899. 




WITNESSES: 



I' INVENTOR 



-^ — ~ -, att omSy 



GEARING. 



Chronological Arrangement of all Drawings in Gearing for Self-Propelled Carriages, 

17&9 to July 1, 1899, 



J. 8 WILKISON. 
Traction-Wheel 



No 63,20«. 



Paterit*?d Miir. li. 1866. 




rO. -g 



„-?_ta._ 




''^~s 



s -a" 









No. 91,018. 



HOLSKE d. BABBin. 
Velocipede. 



Patented June 8. 1869. 










154 



GEAR/NS 



A. C. BURNER. 
Improvement in Mechanical Movement. 

No 127 219. ,^J» Palenlcd May 28. 1872. 







W. H. MILLIKEN. 
T r a c t i n - E n g i n c . 



Palaalod May 25, 18 7S. 




'i iiiaiiMii ''3' ' 




IN¥EIITIIBi 
ATTIIllMm. 






2 Sheets— Sheet 1. 

J. DOYLE. 

Motors lor Propolliag Vehiolss, or Meohanioal 

Horses. 



2 SbeetB— sbeet 9. 
J. DOYLE. 
Motors for Propelling Vehicles, or Meohanioal 
Horses. 



No. 200,266. 



Patented Feb. 12, 1878. 



No. 200,266. 



Patented Feb. 12, 1878. 














/« 



7^ ^M??/^e/^^r»^- 



GEAR/NG 



155 



3 Sbeelij— Sheet 1. 

J, B. KOOT. , 

Eoad-Locomotiye. 
No. 205,212. Patented June 25, |678. 







; Sbeels— Sbeet 2. 



J. B. ROOT. 

Road-Locomotive. 

No. 205,212. Patented June 25. 1878. 



Jhvenfyr. 










fnofnXor 






3 Sheets— Sbeet S 



J. B. BOOT. 

Road-Looomotive. 

No. 205,212. Patented June 25, 1878. 




(Model.) 

T. DONATO. 

Device for Converting Motion. 

No. 231,547. ^Patented Aug. 24, 1880. 



/fatnesses: 




l7ivenXor. 



'WUHOm, 




ATTOENEYS. 



156 



eEARiNG 



iNoJfodbl.) 2 SiiooH— Slii'«t 

A. S. HANSCOM. 

TBiOTION ENOINE. 

No. 270,308. Patented Jan. 9, 1883. 




Wifnesse.^. p^ 



^ve/itoK 



■ wrt-- .^•'^/i 



iMi.'l^mty 



e,''i'}k^..l.s- 



(Wo .Mofiet :> 2 Sheets— abeet 2. 

A. S. H.4HSC0M. 
TRAdTION ENGINE. 

Ho. 270,308. Patented Jan, 9, 1883. 







J:nr.'ejitor'. 



<t 






No. 282,022. 



F. E. TODNG. 

TRACTION WHEEL, 

Patented July 24, 1883.- 



(Mo Model, ) 3 Sheets— Sheet 1 

C. A, BODING & J. 0, MALM5REN. 



VEtOOIPEUI, 



No. 304,960. 



Patented Sept. 9, 1384. 










« 







V/7irissses: 



'j^/^-..<A}^<'y^/ 



Tliveiiioi- 



^.€'^f 






GEARING- 



157 



(No Model.) . • 3 Shettcti— Sheet i 

C. A. RODINE & J. e. MALMGEEN. 

VELOOIPBBE, 

No. 304,960. Patented Sept. 9, 1884. 




■/>-.v 









^tlazr.s-J- -■ 



3 SI;eetB— Sheet 3, 



(No Model, 1 

C. A. RODINE & J, 0. MALM6KEN. 

VELOCIPEDE. 

No. 304,960. Patented Sept. 9, 1884. 







yZtfciinsy.- 



(No Model.) 

H. SCEULZE-BERGE. 

EGAD ENSINE. 

No, 317,583. Patented May 12, 1885. 



(No Model.) 



4 Sheets— Sheet I. 




Z. E. FERGUSON. 

POWER FOR CONVERTING MOTION. 

No. 340,664. Patenl^fid Apr. 27, 1886. 

1 ■^i 



WITNESSES: 



INVENTOR 
BY 

•ATTORNEyS ' . 




C A.i^^ 



'^i/^ ^ 5f.r^_...<^-^ 



^^'« ^Zy^r/t 



158 



GEARING 



(No Uodel.) 



4 Sheets— Sheet i 



■&. FERGUSON. 

POWER FOR OONVERTINO MOTION. 

Ho. 340,664. Patented Apr. 27, 

h 13' 







(No Model.) 



4 Sheets— Sheet 3. 



Z. R. FERaUSON. 

POWEK FOR OONVERTINO MOTION. 

No. 340,664. Patented Apr. 27, 1886, 




(No Model. I 



4 aaeets— Sheet 4. 



Z. R. FERGUSON. 

POWER FOR OONVERTINQ MOTION. 

No. 340,664. Patented Apr. 27, 1886. 



No. 346,974. 



S. E. WORRELL. 
BOAD ENOIITE. 

Patented Ang. 10, 1886. 











^ia.-a.. 






T71Z •e7'tS?7? 



^&U,i £ 'JknJ>'K.. 



GEARING. 



159 



No. 431,993. 



J. W. QDINN. 

MOTOR VE^iCLE. 

. Patented July 8. 1890. 




^,*, 







No. 435,493. 



_ „ . „„ 2 5b«et8— Shoot 1. 

S. GARWOOD. 
VELOCIPEDE. 

Patented Sept. 2, 1890. 







IHVEnOR: 
Spencer Qaitvoad 



C^C^a^^^'-^ 



(So Model.) 



No. 435,493. 



2 Shoots— Shoot 2. 



S. GARWOOD. 

VELOOHEDE. 

Patented Sept. 2, 1890. 



FigA 



(No Model. 1 5 Sheets-Sheet 1 

M. A. LIBBEY. 

PKOPELLISB MECHANISM FOR VEHICLES. 

No. 438,010. Patented Oct. 7, 1890. 







AllORHEr. 




■<i/. t0_c.e^ar<r\£^i. 



160 



GEARING 



(Ko Model. 1 



3 ShefjtB—Shfic-t C 



M. A. LIBBEY. 

PROPELLING MECHANISM FOR VEHICLES. 

JIo. 438,010. Patented Oct. 7, 1890. 




No Moffe". : 



1 SheetB— Sbeet 



M. A. LIBBEY. 

PEOPELLINO MECHANISM TOR VEHICLES. 

Kr. 438,010. Patented Oct. 7, !89U, 






t, V 







^^.c 



ri ^-^ 



^.^.^^S^iJl 



~^r. Jir 



y>-^ J^ J^<^-' Jzx?^ 




y £ 




J INVeHTOH- 



Mod=l ) 3 SheetB— sneet J. 

V. F. SCHAFFERS. 

MECHANICAL MOTOR FOR USE ON LANL AND WATER WATS. 



(Ko ModeJ.) 



S SheetB— Sheet 2. 



No. 440,234. 



Patented Not. 11, 18 




X. F, SCHAFFERS. 

MECHANICAL MOTOR FOR DSE ON LAND AND WATER WATS. 

No. 440,234. Patented Nov. 11, 1890. 



fJUf.3. 



f 



IHIC 






■ULjMi«_HJ^PUL 



IC 



jr^.7. 




jr^.6. 




^ J l-m-rrT^i r rrt-rrr^ m i i i i I i n-m i 1 1 , 1 1 i i i i i 1 1 ^ 




^^^<£L^^ 



GEARING 



16/ 



(KoMoiiel.j 



3 3tieet3— Slieet a 



V. F, SCHAFFEES. 

MZCHANIOAL MOTOE FOE USE ON LAND AND WATER WAY?. 

No. 440,234, Patented Nov. 1 1, 1890. 



->l^>/..9. 




M. A. LIBBEY. 
PROPELLING MECHANISM FOR VEHICLES. 

No. 447,616. Patented Mar. 3, 1891. 




lec^xtAt-oA. 






(KoMudel.i 4 Sheets— Slieet 2. 

M. A. LIBBEY. 

PHOPELLINO MECHANISM FOR VEHICLES. 



Ho. 447,616. 



Patented Mar. 3, 1891. 



M. A. LIBBEY. 
PROPELLING MECHANISM FOR VEHICLES. 



4 Sheets— Slieet ; 



No. 447,616. 



Patented Mar. 3, 1891. 








fUtfnMy 1 

AJTOHNE^S 



162 



GEARING 



ih" usiisi.) 



'. bneets— sheet - 



M. A. LIBBEY. 
PBOPEUING MECHANISM FOE VEHICLES. 

No. 447,616. Patented Mar. 3, 1891. 




^- d)*;^**T^i^'> 






(Ko Model) 



I. E. JONES 

MECHANISM FOR PROPELLING VEHICLES. 
No. 473,843. 






■i Sheets— Sheet l 



Patented Apr. 26, 1892, 




'uav>t. 

ATTORNerS 



(No Uodel.) 



3 Sheets— Sbflet 3. 



I. B. JONfiS. 

MEOHANISM FOH FEOFELLINI} VEEI0LE8, 

No. 473,843- Patented Apr. 26, 1892. 

irnjii c 



(Ho Model.) 

F. BUEGER. 

AFILICATIOH OF DIFFEHENTUL POWER. 

Ko. 477,736. Patented June. 28, 1892 



Juf:d. 



j^iiiSit 





jr/^3. 



JT/^. 



ia.2,. 



S 





\yfily,.-¥^ 



Wi2?vess&s: 



Invenltor: 






GEARING 



163 



W. MAYBACH, 
MOTOE VEHICLE. 



No. 494,641. 



Patented Apr. 4, 1833. 



Jly. / 










^fte-^yey 



■I at^etE— SLeet I-' 



T. J. THORP. 

SELF PEOPELLINO VEHICLE. 



No. 495,531. 



Patented Apr. 18, 1893. 







(No Model.) 2 Sheets— Sheet 2. 

T. J. THORP. 

SELF PEOPELLINO VEHICLE. 

No, 495,631. Patented Apr. 18, 1893. 



W. P. FARRELL. 
POWER DRIVEN VEHICLE. 



3 Sheets— Sheet 1 



No 513,773. 



Patented Jan. 30, 18 








^- -jS^ -<r -< -<r -< X lii- ■« :;-<ii -ft 

Ji_ >i^ -€. -a. -<t, jC ■<. -^ -fi-'y, ~fr 

-9- -jL y: -^^ -tf. Tif -d~ Tjj -T^l-if. -^ 







^y-^JjJ^'x^.t 



164 



GEARING 



3 Slieets— Sheet 2 



Ho, 513,773. 



W. P. FAEEELL. 
POWER DRIVEN VEHIOLE. 

Patented Jan. 30, I£ 




No. 513,773. 



3 Sheets— Sheet 3. 
W. P. FAERELL. 
POWER DRIVEN VEHICLE. 

Patented Jan. 30, 1894. 



y^A*v c<^ ^Ji'^'j^i,^^^ 



^/ ^J^^Jj.,JnJl^Vi£,^^ , 







■Uniliim T. Timll. 



■^^ 'JUf^:-kf^£^. 



> ^yy p 1-1 teya ■ 



A. M. ALLEN. 

ROAD VEHICLE. 



I Sheets— Sheet 1. 



No. 533,405. 



Patented Jan. 29, 1895. 



(He Model.) 



No. 533,405. 



. ,, . T T .„« ' Sheets-Sheet 2. 

A. M. ALLEN. 

ROAD VEHIOLB. 

Patented Jan. 29, 1895. 




rr^ 



UF 



irXY"^ 



-y y. 




\ 


jpixf.ie 


1*";! i: 


) 



Q 6 



xZyja. j^JgM^ji. 



K^'" 
















GEARING 



165 



(Ho Madel ) 




No. 


533,405 




V 




•NJ 


J 




'' f 


Ti - 


."^ 


On ~ 


i^Si- 


. '\ 


^7 


r^ J 




Y 




/ 



3 ShdetE— Sheet 3 
A, V. ALLBH, 

SOAD YDHICir. 

Fatouted Jan. 29. 1865 




(He. Mcdel > 

W, HIOHARDSOK 
PKOIEOTIDG PLATE FOR GEAKING OF SIXAK ROAD WAGONS 

Ho. 534,915 Patented Feb. 26, 1395. 



J^. 







iNo UodHl.i 



2 Shcuis— Sheet 1. 



F. C. F4.AS. 

F.UHNISG GEAS FOR YEHIOLES. 
No. 539.736. F?tr:nted May 21, 1895. 



(Bo Moilcl.) 



2 BDeetB— Sbeec < 




F. C. HAAS. 

RINSINa aEAK rOR VEHICLES. 

No. 639,736. Patented May 21, 1895. 



r:l 



|v X V y >^', 
( 3^ ^^^ V V i 
IV ^ V X' y| 



}:U- 




WITNESSES: 






X'\ 



l.NVENTOB 



ATTORNEYS 




WiliNlSSEi 



ATTORNEYS. 



166 



GEARING^ 



tNo Moilel ) 



No. 540,648. 



4 Sheets—Sheet I 

C. E. BORYEA. 

ROAD VEHICLE. 

Patented June 11, 1895. 




No. 540,648. 



4 Sheets— Sheet 2. 

0. E. DURYEA. 

HOAB VEHICLE. 

Patented June 11, 1896. 







-Zvfcfe^zZo? 



■ ^ 



iiZiii^ 



No. 540,848. 



^/ff.3. 



4 Sheets— Sbeet 3. 

C. E. DUEYEA. 

ROAD VEHICLE. 

Patented June 11, 1895. 




CHo Model.) 4^heots-8boet 4. 

' C. E. DUKYEA. 

ROAD VEHICLE. 

No. 540,648. Patented June 11. 1895. 







: \ \ / / \ V / iJrm>enidr, 






Tf^^i&ises: \ \ 






GEARING 



167 



(No Model.) 4 Sheets— Sheet 1. 

W. W. GRANT. 

BOAB VEEICLI, 

No. 552,767. Patented Jan. 7, 1896. 




-|» — t 



i i 



-hm^ 



tot 



\inJjtcJiukJv(MJi!n' 






iRo Model.) 



No. 552,767. 



4 Sbectl— 31it8t 2 ■ 

W, W. SRANT 
HOAB VEHIOIE. 

Patented Jan. 7, 1896. 



^ 



^ 




^ ev 







3vi ucvi ^o^ 

71-. 7r. ^a^ 



4 Sheets— Sheet 3 

W. W. GRANT. 

EOAE TEHIOLE. 

Patented Jan. 7, 18<)6. 




No. 562,757, 



4 Sheets— Sheet 4, 
W. W. GRANT. 
EOAB VEHICLE. 

Patented Jan. 7, 1896. 




^ 






9S 'OZ 






^ 




IZ) 









98 ^o^ 

TV. 7r ^«-^ 



168 



GEARING. 



(Ho Model,, 2 ShflBtB— SheRt 1 

R. r. STEWART. 

SELF PHOPELLINO VEHIOLE. 

No. 554,319, Patented Feb. 11, 1896. 



C^]^^ '-..l-LI III- 










(BO Bolol. I 2 Sbeiitt Shecl. :■ 

R. F. STEWART. 

SF.r.r PROPELLING VEHICLE. 
I'fo. 554,319 Patentea Feb. 11, I89fi 












Oiir,^ 



(No Model.) 



No. 661,997 



A. H, KENNEBT. 

MOTOR VEHIOLE 

PatsntedJune 16, 1896. 




A. DE DION & G. T. BOUTON 

BEIVINO MECHANISM FOR SELF MOVINB VEHICLES. 

No. 562,289. Patented June 16, 18 




iSeorae JT. .Soi'.i:>t>. 



GEARING 



Ib9 



(No Mode] 



No. 569,343 



M. MISHEL, 

7EFI0LE. 

Patented Oot. 13. 1896, 




Ji^J. '] 



XII 


k"™7 


1 Ji 


i;,i 







Jifoses J^isheZ, 



(So Model.) 3 SbeeU-SHeci 2 

(}. H. ELLIS & J. P. STEWARD. 

GEAB rOK MOTO-OTCIES. 

No. 570,203. Patented Oot. 27, 1896. 







ZrwentoK 



(No Model) 3 SliPHts-Stiool 1 

G H. ELLIS 8: i F. STEWARD. 

0E4P FOR MOTO-OVCLES, 

No. 570,203 Patented Oct. 27, 1896. 




Wd'nesscs 



A<r-£^ '/['OAcImIA,^ 



'No Model, 1 3 Sheets— Sheet 8 

G. H. ELLIS & J. P. STEWARD. 
aEAB FOK MOTO-CTOLES. 

Patented Oot. 27, 18 




IVdnesses 







170 



BEARING 



(^oUodol.r 3 SbeatB— Sbeet I 

F. W. HAYILAND. 

VEHICLE DRIVING QEAR. 

No. 570,396. Patented Oct. 27, 1896. 

y 







j^.^-^ r 



() 



■- \ •• IfJVENTOR 



3 Sheets— Sheet 2 
F. W. HAVILAND. 
VEHICLE DRIVING OEAR. 

Patented Oct. 27, 1896. 



>-^fW^^~''^UM^^ 







Mo. 670,395. 



3 Sheets— Sheet 3 

F. W. HAVILAND. 

VEHICLE DRIVING OEAR. ' 

Patented Got. 27, 1896. 



3 Sheets— Sheet i. 



F. W. HAVILAND. 

VEHICLE DRIVIHS BEAR. 



No. 670,396 





1;;nted Oct. 27, 1896. 



l^/UM/JCix^^ 



INVEKTOR 

ATTORN arS. ■ 




/fc«Z€3&&_-, 






GEARING 



171 



(Kg Hodal.) 



s SDeetB— Sbeet 2 

F. W. HAVILi^ND. 

YEHIOIE DRI7IN8 ffEAE. 

Patented^Oot. 27, 1896 







No. 570,5^96 



3 Stieate— Sbeflt 3. 

F. W. HAVILAND. 
VEHICLE DEIVINB 3EAR. 

Patented Oot. 27, 1896. 




<^UH><,<f^ 



a. LANGEE. 

MOTOE VEHICLE. 



3 Sbeflts— Sheet 1. 



No. 573,010. 



Patented Deo. 15, 1896. 



No. 573,010. 



3 Sbaeis — uaeet 8. 

G. LANGEE. 
MOTOE VEHICLE. 

Patented Deo. 15, 1896. 







(^o(thoJcLJ^€i-n.Qe.r: 




ATTOHNEYJ. 






BY 



172 



GEARlNe 



(He j:o(iel.) 



No. 573,010. 



3 Sheets— Sbeet 3. 

G. LAHGER. 
MOTOR VEHICLE. 

Patented Deo. 15, 1896. 







INVSNTOH 



'No Model.) 



2 Sheets— Sh«et 1 



C. F. GODDAED, 

MOTOR AND WHEEL FOR VEHICLES. 

No. 574,200. Patented Deo. 29, 1896. 







(No Model.) 



2 Sheets— Sbeet 2 



C. F, GODDAED. 

MOTOE AND WHEEL FOR VEHICLES. 

No. 674,200. Patented Deo. 29, 1£ 



(Mo Model.) 



8 BbeetB— Sheet I. 




R. W. ELSTON. 

SELF PEOPELLINO VEHICLE. 

No. 576,517. Patented Feb. 2, 1897. 




"Flc, i 





~Xio.'3. 



ffM. 












BY 



GEARING. 



173 



(Ho Model.) 



Z Sheets— Sheet E 



R. W. ELSTON. 
SELF PEOPELLINO VEHIOLE. 

No. 576,617. Patented Feb. 2, 1897 




No. 577,185. 



3 SbeelB— Stieet i 

H. W. CLAPP. 
ROAB VEHICLE. 

Patented Feb. 16, 1897. 



inrcniun 

ar 

ATTOflNEIlc 







• A^ofn^^ 



• H.W. CLAPP. '»---— 

BOAD VEHIOLE. 

No. 577,185. Patented Feb. 18, 1897. 

^7. 



No. 577.185. 



5 Sheets— Sheet 3. 
H. W. CLAPP. 
BOAD VEHIOLE. 

Patented Feb. 16, 1897. 




-r-x^Z. 




^ff.8. 




Tf^^C^te^ses: 






3^ 









rJ^'CCCJf 'yzfef-S"- 



t^&oy/^ey^ 



174 



GEARING 



(lo Modal.) 



No. 677,185. 



H V. CLAPP. 

BOAD VEHIOLB. 



5 Sheets— Sheet 4. 



Patented F«*. 16, 1897, 




J^.M 



^^jj^^jjj 



•j^j^^j^^jijt^^^^^^^^^^^^^jjj ^^j^^^^^^^j^j^,^jjj^jjjj^j/,^?jj; 



•"'""^ 



V, * A : -., vi a. 




Ko. 577,185. 



5 Sheets— Sheet S. 

H. W. CLAPP. 

BOAS VEHIOLE, 

Patented Feb. 16, 1897. 






jr^.iz. 



2^^.13. 



.^^■i^. 






cd^r/ceys- 







-ae //enry W C/a/>p. 



i sDeete— sheet 1 



No. 577,716. 



L. BEOWN. 
MOTOB VEHICLE. 

Patented Feb. 23, 1897. 



L. BROWN. 

aOIOK VEHICLE. 



; Sheets— Sheet z 



No. 577,716. 



Patented Feb. 23, 1897. 




^AS:s^3=o^>x^^^^f/Vk_ 













GEARING. 



175 



No. 677,716. 



3 Sheets— Sheet 3 

L. BROWN, 
MOIOE 7EEI0LE. ' 

Patented Feb. 23, 1897. 




IHVEHTOR 



(Mo Models 

N. LEiDGEN. 
VARIABLE SPEED FEIOTIONAL OEAR. 

No. 579,663. Patented Mar. 30, 1897. 




CM^TM^. 



C^'^^-i^t-*-^ 



tNoUodei.) 3 Sbeets— nbeet 1. 

R. J. GIBBONS & M. A. WILCOX. 

MOTOS VEHICLE. 
No. 581,816. 



Patented May 4, 1897. 



'BoModel.l 3 Sbeets— Sliest 2. 

R. J. GIBBONS & M. A. WILCOX. 

MOTOR VEHICLE. 

No. 581,816. Patented May 4, 1897. 




^vlucnhoty 



















17G 



GEARING 



iNo Mnilr] I 3 Sheets— Slieel ;). 

R. J. &IBBONS & M. A. WILOOX. 

MOTOR VEHICLE. 
No, 581,816. ' Patented May 4, 1897. 







No, 583,018 



5 SlieRts— Shtcl. 1 

H. C. BAKER,. 

MOTOR VtfllClK. 

Patented May 25, -1897, 










No. 583,01 



6 Sheets— Sneei 2, 

H, C, BAKEE. 

MOTOR VEHICLE. 

Patented May 26, 1897 




No. 583,018, 



6 ytieets— Sbeet 3. 

H. C. BAKER. 

MOTOR VEHICLE. 

Patented May 25, 1897. 






Jig A,J ^tt<,r.„., 



JWHtC^^'^'C^. 




SEARING 



177 



!So Model, 1 8 Sheets-Sheet 4 

U. C. BAKER. 

MOTOR VEHICLE. 

No. 583,018 Paleuled May 25, 1897. 

JS 







No. 583,018. 



Shei'tE— Sliriel. b 

H. C. BAKER. 

MOTOK VEHICLE. 

Patented May 25, 1897. 




A^ 




SlcdJ^o^U^ 






No. 583,500. 



I Sheets— Sbeet 1. 

H. MUELLER. 

MOTOR CYCLE. 

Patented June 1, 1897 

1^ 



(Ho Model. ) * Sheets— Sheet 2., 

H. MUELLER. 

MOTOR CTCLE. 

No. 583,500. Patented June 1, 1897. 






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^ 


^ 




^ 




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■4.Jf(yELLEK_. 



■Attest 



I |Nl n/e H "T O B_ 
|-(. JlfjjJEUUER- 

'I ITU. 



OIU,. 



oxeu 



178 



GEARING 



M. E. HERTEL. 

MOTOOYOLE. 



< Sheets— Sheet 1. 



Patented June 1, 1897. 








No. 583,749. 



4 Bbrets— Sbeet 3. 

M. E. HEETEL. 

MOTOCYOLE. 

Patented Jnne 1, 1807. 







cSu /t*^ flttotttci^ .; 



(Nji Model.) 



No. 583,749 



M. E. HERTEL. 

MOTOOYOLE. 



4 Sheets— Sheet 3, 



Patented June 1, 1897. 




(No Model.) 

No. 583,749. 

JFjr&J2 



^^^^^■, ^ Sheets— Sheet 4- 

M. E. HEETEL. 

MOTOOYOLE. 

Patented June_L-1897. 



lm€y/l 













GEARING 



179 



"'°"°'"" E. BRAULLETTE & E. CATOIS, 

MOTOR VEHICLE. 
No. 584,127 Patented June 8, 1897. 










6 BbeeiB— ah-'cf i 

J. F. DURYEA. 
MOTOE CAEBIAQE. 

Patented July 8, 1897. 







No. 586,084. 



5 Sheets— Sheet 3 

J. F. D0RYEA. 

MOIOB OABBUaS. 

Patented July 6, 1897. 







No. 586,084. 



6 Sheets— Sheet 8. 

J. F. DUETEA. 

MOTOE CAEEIA8E. 

Patented July 6, 1897. 




TV2twejs&s: 






180 



GEARING 



J. F. DURTEA. 

MOTOR CAKEUOE. 



6 Sheets— Sbeet 4 



No. 586,084. 




-Patented July 6, 1897. 



S^>Lg.S. 










No. 586,084. 



, ^ 6 SheetB— Sheet B. 

J. F. DURTEA. 

UOTOB OABBIASE. 

Patented July 6, 1897. 










(No Modal. 1 



No. 689,001. 



6. LANGEB. 

MOTOR VEHICLE, 



3 Sheets— Sheet 1. 

Patented Aug. 31, 1897. 



(No Model.) 



No. 589,001. 



« ^ .„.,^ 8 Sheets- Sheet 2 

6. LANGEK. 

MOTOR VEHICLE. 

Patented Aug. 31, 1897. 



•Wit,., 











^Witi, 









eaAR/NG 



181 



G. LANGER. 
MOTOR VEHICLE. 



3 Sheets— Shcut i 



No. 589,001. 



Patented Aug. 31, 1897. 










bit;™ 


MUfr 


HyT- 
1 


^» 







(/ottfioTet'^CL-/zgc.T.- 



Ko BoHel ) i n\fy^^- Sheet I 

D. C. m£rigeadlt. 

CHAINLESS CYCLE AND AUTOMOBILE OAK. 
No. 589,906. Patented Sept. 14, 1897. 




WITNESS 






INvEMTflR. 



3 3t)6et<— Sheet 2 



D. C. MflEIGEATILT. 
CHAINLESS CYCLE AND ADTOMOBILE CAS. 

No. 589,906. Patented Sept. 14J897. 




(No Model ) 3 Sheets— Sheet 3, 

D. C. MfiRIGEADLT. 

CHAINLESS CYCLE AND ADTOMOBILE CAB. 

No. 589,906. Patented Sept. 14, 1897. 




i ,J 







/VITNE.5S 



'^ - — »- A CTW, 



WITrit55 

'.J 



INVE.NTDR 



/82 



GEARING. 



(Do Kolel.) 



3 Sheets— Sheet 1 

C. A. FAURE. 

STEEEINO MEOHANISM FOS MOMJ VEHICLES. 

No 591 595 Patented Oct. 12, 1897. 

I 1 



^^6**^6iCS 







C^Lct^t^Cit Ct^a- 






^Ko Model.) 



3 Sheetd— Sheet 2 



C. A. FAURE. 

STEEEINO MEOHASISM FOE MOTOR VEHICLES. 

No. 591,595. Patented Oot. 12, 1897. 




(No Mode].) 



3 SheetB— Sbeet I 



C. A. FATJRE. 

8TEEBINB MECHANISM FOS MOTOE VEHIOLES. 

No. 591,596. Patented Oot. 12, 1897. 




F. W. LANCHESTEE. 

STEERING MEOHANISM FOE POWEE PROPELLED VEHICLES. 

No. 593,357. Patented Nov. 9, 1897. 



y/'" 



-.._£ 






—ir- 



/^^' 



Z.'^} 



r/Bj 



H' 










GEARING 



183 



.(Ho Model.) 4 Sheets—Sheel 1 

G. G, M. HAKDINGHAM. 

DIFFERENTIAL SPEED AND REVERSINO GEAR "OR MOTOR CARS, 

TRAM OARS, it. 

No. 593,662. Patented Nov. 16, 1897, 




Wlinesama. 






*0 Model.) 4 SheeiB— Sheet 2. 

6. G. M. HAEDINGHAM. 

DIFFERENTIAL SPEED AND REVERSINB OEAB FOE MOTOR OARS, 

TRAM CARS, 4c. 

Patented Nov. 16, 1897. 



No. 593,652. 





^^tWW.^1*..^ 



(Ho Model.) 4 atieets— Slieet 3 

0. G. M. HAB.DINGHAM. 

DIFFERENTIAL SPEED AND REVERSINO OEAR FOR MOTOR OARS, 

TEAM OARS, <ic. 



No. 593,652. 



Patented Nov. 16, 1897. 




(Ho Hodtil.) 4 Sheets— She.!t 4. 

G. G. M. HARDINGHAM. 

TIIFFERBNTIAL SPEED AND REVERSINO OEAE FOR MOTOR OAHS, 
TRAM CARS, 4c. 



.No. 593,652. 



Patented Nov. 16, 1897. 










iL^ 



184 



GEARING 



(K(> Model.) 



2 Sheets— SJieet I. 



J. H. AUBLE. 
MOTOR MECHANISM FOB HORSELESS OARRUUES. 

No, 594,511, Patented Nov. 30, 1897, 

a pi 

*— ^ — 1 1 ,111 1 , , , L I , , I ■ , , I ' I., , ,,,l„„ 



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27^ 




WimEssEs 









A«^ ^ 



C^o^^^^^^^ ' 



'"» Model,) 2 Sheets-Slieel ". 

J, H, AUBLE, 

MOTOR MECHANISM FOR HORSELESS CAERIASES, 

No, 594,611, Patented Nov, 30, 1897, 




riaS 

Witnesses -^—I InvEMTajFi 



^^2^^n-£y. 



H. C, SPAULDING, 

MOTOR VEHICLE, 



No, 596,281, 



Patented Deo 28, 1897, 



E, J. CHEISTIE. 

UNICTCLE. 



8 sueetE— Sbeet 1. 




WITNESSES 

6 3. ^c^ 






No. 596,480. 



Patented Jan. 4, 18 



7^-c^J^ 




..2**«P^?^ 



/ti i&^t^*' 



J- 




GEARING 



185 



No. 596.480 



3 Shtels-SbKoL 2 

E. J. CHRISTIE. 
DNICTCLE, 

Patented Jan. 4, 1898. 




-?^^&'.)#- 



^■-OLS..^ 



_ZZ^c 




^;/m^_ 



eetB—abeet 3 



No. 696,480. 



E. J. CHRISTIE. 
DNICYOLE. 

Patented Jan. 4, 1 



J^i^S 



.7^^ 





-Vci-'— ^'--'-'C-*-/' ' 




No. 601,205. 



2 Sheets— Sheet i 

G. H. HILL. 
MOTOR TEEIOLE. 

Patented Mar. 22, 1898. 



! Sheets— Sheet 2 



&. H. HILL. 

MOTOR VEHICLE. 



No. 601,205. 



Patented Mar. 22, 18 







^Hi 



r«^ 



'^^ 



oT" 



^^^ 



.-^^ 



<u^^.^ 





^.^^. ^ 



/^ /' 




/e n/-^ '* ^*'/'' 



-^ n 




Vw€^it^ 






185 



BEARING 



No 601.274 



3 Sheers "Sheet I 

J, PENDER. 
MOTOK CiRRUGE. 

Patented Mar 29, 1898 




W/T»£fiS£S: 






No. 601,274 



3 ShBflte— Sheet 2 
J, PENDER 
MOTOR CARRIAGE. 

Patented Mar. 29, 18 




mTH£SS£S: r j 



OU^-^^^^ 



No. 601,274. 



3 SbeetB— Sheet ! 

J. PENDER. 

MOTOR CiRRIAdE. 

Patented Mar. 29, 1898 



C. E. LUFBERY. 

'MOTOR YEHICLE. 



3 SheetE— auoci 1 



No, 601,73! 



Patented Apr. 5, 18 



jTi^. -a^. 





//^VC/VTOA 

y O " i^' Aar-^ ■^eOtu^e^td, 4f^U^, 



GEARING 



187 



Nn 601,731 



C. E. LOFBEKi. 
MOTW, VEHICLE. 

Patented Apr, 5. 1398. 







^^a«^ ^dnf^^O t^'M^. 



C. E. LDFBERY. 
MOTOR VEHICLE, 



-3 SneetE— aiieet 8 



No 601,731 



Patented Apr, 5, 1898, 




' -/^g&<2K^ 



y^»rt^ ^ ^afe.«^ JiSyg«.y. 



^Ko Model.) 3 Sheets— Sheet 1. 

L. S. CLARKE, W. MOESAN & W. S. OOKDON. 
MOTOK VEHICLE. 



No. 602,283, 



-^*;^=^ 



Patented Apr. 12, 1898. 
i- 







^^^^ 



3 SbeelB— Sbeet : 

L. S. CLAHKE, W. MORGAN & W. S. GORDON. 
MOTOR VEHICLE. 



No. 602,283 




-Fz,^S 







188 



GEARING 



(No Model.) 3 Sheets— Sheet 3 

L. S. CLARKE, W. MORQAN & W. S, GORDON. 

MOTOR VEHIOIE. 
No. 602,283. 



Patented Apr. 12, 1898. 







No. 602,621 



3 Shqete— Sbeet 1. 
W. W. GRANT. 
MOTOR VEHICLE. 

Patented Apr. 19, 1898. 







9 s^lt«pnay 



(No Model.) 



No, 602,621. 



3 Sheets— Sbeet 2 



W. W. GRANT. 

MOTOR VEHIOIE. 

Patented Apr. 19, 1898. 



8 SbeetB— Sheet 3 

W. W. GRANT. 

• MOTOR VEHICLE. 

Patented Apr. 19, 1898. 










\t)^}e.■ej^ar 
•ntlap^v 







GEARING 



189 



mt Hodel.) 



No. 603,047, 



^Sheets— Sheet 1 

T/. H. PICKEEXNa. 

MOTOK VEHIOLB. 

Patented Apr. 26, 1898. 










(No Model.) 

No, 603,047. 



W. H. PICKERING. 
MOTOH VEIIOLE. 



4 3heetH— Sheet a 



Patented Apr. 26, 18 



CQ 







1> 


> 






r 


< 


O 




1 


o o 




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o o 


is 


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J 


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^ 







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o o 



€3 



-I — 







nil ItcOJCO . 



. AT70RNEYS. 



. (No Model ) 



heets— fibeai i 



No. 603,047. 



W. H. PICKEHING. 

MOIOE VEHICLE. 

Patented Apr. 26, 1898. 







■^ -*> 






No. 603,047. 



_ „ „ 4 Sheets— Sheet 4 

W. H. PICKEEIHG. 

MOTOE VEHICLE. 

Patented Apr. 26, 1898. 



FFaB. 




a^ jt' 









190 



GEAR/NG 



G. W. LEWIS. 
MOTOR VEHICLE. 



6 Sheets— Sheet t 



No. 604,237 



Patented May 17, 1898. 




Tifz-Tyl&ssas. 



Q. W. LEWIS. 

MOTOR VEHICLE. 



5 SheetE— Sheet 2 



Ko. 604,237 



Patenied May 17, 1£ 







&, 






/£ay^ev^, fev^jtt^ /Xwwo^. 



(2/^'^ 



G. W. LEWIS. 

MOTOE VEHICLE. 



5 Sheets— Sheet S. 



No. 604,237. 



Patented May 17, 1898. 



(Ho Model.l 8 Sheets— Sheet 4 

a. W. LEWIS. 

MOTOE VEHICLE. 

No. 604,237. Patented May 17, 1898; 

















GEARING 



191 



G W. LEWIS. 
MOTOR VEHICLE. 



5 Bhects-Sheul 5 



Ro. 604,237 



Fatentod M.t7 17, 1898. 



0, W, LEWIS. 
VEHIOLE UOIOa. 



% Bheute— Sbc6t 1 




Ho. 604,332 






ami's 




3 Sheets— Stiect t. 

G. W. LEWIS. 

VEHICLE MOTOl. 

Patented May 17, 18 




G. W, LEWIS. 

VEHICLE MOTOR. 



3 Sheets— Sheet 3. 



No. 604,332. 



Patented May 17, 16 







/?.T rt fr. -ft LfWCS' 

hi mi 



192 



GEARING. 



C. T. HILDEBRAHDT. 
DRIVING MECHANISM. 



No. 604,754. 



Patented May 31, 1898. 
} 




7f^?z,e<}<se<:S. 









No, 60.5.243 



6 Sbeets— Sbeet 2. 

H. R. BIRD. 

MOTOR OAEBIASI. 

Patented June 7, 1898. 







^Lc^^.^^^- /O-tyieC inventor. 

II, ^a-.^cM'^i^^^^'^^ All.™.. 



No. 605,243. 



H. R. BIRD. ' '■■'•"-Sh.et 1. 

MOTOR OAESUaE. 

Patented June 7, 1898. 




witnesses, ^, 



'^^^^'-^-tr '^ ^*i U Inventor. 

By ^;^<*«*<..i^ .tf*.*, <*^^ Attorney 



No. 605,243. 



_ 6 Sheets— Sheet 3. 

H. R. BIRD. 

MOTOR CAEEIABE. 

Patented June 7, 1898. 




K ^ 



Witnesses, ^ ^ - ^ 



//e.^,*^f ^ . /iU oL . Inventor. 



GEARING 



193 



No. 605,243. 



8 Sheets— Sbeet 4 

H. K. BIRD. 

MOTOE CAEEUGE. 

Patented June 7, 1P93. 



Fig.7. 




Witnesses, _ ^ ^ 






#!«v^«2f- fi A.UJ. . Inventor 



No. 605,243. 



H. R. BIRD. •«»»"«.-st.... 

MOTOH OAEKIAGE. 

Patented June 7, 1898. 
Fig 10. ** i ~H"^7 -** 




Fig.M. fc, Fig.15, 









viy 



" FJg.l8. 



V. BELANGER. 
CHAHflE SPEED MECHANISM. 



3 SOeetB— Sheet 1, 



Patented June 21, 1898. 




(Ho Model.) . 3 Sheets— Sheet 2, 

T. BfiLANGER. 
CEANSE 3?E£D MECHANISM. 

No. 605,846. Fatente'd June 21, 1898. 



Witnesses: 

ffi' 



Inventor; 




s)(/tne:5SES 



(^yr^^ 



Inv< ntdr. 



194 



GEARING. 



i,fco Model ) 



3 SbeeU— SheeL 3 



V, BfiLANGEE, 
CEANGE SPIED MECHANISM 

No. 605,R45 Patented luae 21 , 1898. 




7^ .Mi^X/ 



<*° "'"'='■> SStMU-SbMll, 

W. SYDENHAM, F. WJTKINSON & A. SYBENHAM. 

DBIVING GEAB POH MOTOK CARS. 

Ko. 606,31!. Patented June 28. 1898. 

■T4: 







(NoMgdel) 5 Sheete— Sheet 2 

W. SYDENHAM, F. WATKINSON & A. SYDENHAM. 

DRIViflG GEAK FOR MOTOR CARS. 

No. 606,311. Patented June 28, 1898. 




(Ko Model.) fi Slieets— Sheet 3. 

■TV. SYDENHAM, P. WATKINSON & A. SYDENHAM. 

DEIVINO BEAR FOB MOTOR OARS. 

No. 606,311. 



Patented June 28, 18£ 



Witnesses 



^-j^ 'M^^Jri^^^^^U^ 










GEARING 



195 



'"""""" « 8l,.et8-8b,.n 

W. SYDENHAM, F. WATKINSON & A. SYDENHAM 

DSIVIN8 DEAR FOE MOTOE OARS. 

Nn. 606,311. Patented lune 28, 1898. 




AM.^tJcMt. 






l>i.'-MoiieL) o Sbdeti-BteBl 6.. 

W SYDENHAM, F. WATKINSON & A. SYDENHAM. 

DSIVINO 8EAE FOE MOTOE 0AE8. 

No. 608,311, Patented June 28, 1898, 



^iJlHesses 
^MfHuJuuH. 




(Aft -^ ' 



W. 0. WORTH. 
MOTOR VEHICLE. 

(.Vrpliralion nicl 6ipl. 22, ISOT.I 



Patented July 12, 1898. 



W. 0. WOBTH. 
MOTOn VEHICLE. 

(Apr'I'mKon nrnl ScpL 22, 1897.) 



Paiented July 12, ISS8, 



6 Sh«Btt— ShBct 2. 




X^r-y^^r 



»^-T^««^^(^^^rt«^f<g y"^^ -?^=i.,»««^ 




^-^t*JA*<i/9^^^ia-*A^i^t*.t^ 



196 



GEARING 



W. 0. WORTH. 
MOTOR VEHICLE. 

(.Vppli^liiiii tllcl eltpt. 2a, 1807.) 



PatentDd luly 12. 1898. 



5 Sheoli— Stie«I 3. 







W. 0. WORTH. 
HOTOR VEHICLE. 

^At.jiii.'iiiioii nifii Hopi. -a, iKuT.) 



Patrnited July 12, 1898. 



S Sheela -Sha*) 4. 




^<^....«jSW>.-~*2^<i<l^ 






W. 0. WORTH. 
KOTOR VEHICLE. 

(A|ipli«n<i<m Bkil Sept 33, 1S))T.) 



Patented July 12, 1898. 



P>tentl< Aug. 30, 1898. 



5 Slieels— Shoel 5. 



No. 609,95S. 

A. W. BRISHTMORE. 
STEERING lECHANISII FOR KOTOR VEHICLES. 

l^ffUmOn BJad Sk 31. lOST., 

.1)0 Hod«l.) 2 fthtAl-Shflit I. 




/f// 



yz^^.yo 




m 








\ 

'I.; 


1 


\ 


II 
■!\i 


r" 


J 




i 




/<Y^ 










Svmcvvtor 



GEARING 



197 



No. 609,955. Patented Aug. 30, 1888. 

A. W. BRIGHTMORE. 

STEERINe ■ECHANISK FOR HOTOR VEHICLES 

lAppUckUAB aUd &«. 31, 1B0T.I 

(N* Hedal.) 2 Sb«>li-8hiit 2. 










StvixywfcoT 




Patented Sept. 6. 1896 
R. GAERTNER. 
RUHMIHG GEAR FOR >0TOR CYCLES 

(AprUmlsa ei>d Nff> BJ, 1*07 , 










W. E. TWICHELL. 
MOTOR CARRIAGE. 



Patented Sept. 6. 1898. 



2 SheeU— Shad I 



Patented Sept. 6, 



W. E, TWICHELL. 
MOTOFT CARRIAGE. 

(AppllutloB nird On. ST. XHVJ.i 



2 Sliecti— Sbcat 2- 



"^ iKr 



J^.y 




I<Yff^.i 




Fiff-.^: 



r^,T. 










Mff.7. 






r 







^Q.i-c<^y 



c^^ 



198 



GEAR/NG 



No. 610,871. Patented Sept. 13, 1898. 

H. H. SMITH. 

STEERING HANDLE fOK nOTOS CARS. 








Patentod Oct, II, 1898. 
E. J. CLUSSe i. A. W. SOUTHEY. 
STEEIIIHe WHEEL FOR BOTOR VEHICLES. 

2 Sbeeti— ShB91 I. 



t- 














Patented Oct. II, 1898. 
e. J. CLUBBE & A. W. SOUTHEY. 
STEERING WHEEL FOR DIOTOR VEHICLES. 

(ApplMaUea filtd Ku. M, 1B07.| 

2 Sbl«tS-3bt*( 2. 



J. W. EISENNUTH. 
■ OTOR VEHICLE. 

(AkpUcbUu, filBl DK. !•. ISffT.) 



Patented Oct. II. 1893. 



4 ShDBtl— 3b»l 1. 






t. / rNCSS € 











GEAR/NG 



199 



J. W. EISENHUTH. 
MOTOfi VEHICLE. 

lAt'Pliciiioa U»3 Dit 13, ieii7 I 



PatoiitQu Oci. tl. 1898 



4 aiieeti-Sheei 2 




J. W EISEMHUTH. 
MOTOR VCHIOLE 



Pa1eni«rt Oct 11, lass 



IV=35S& 




J. W. EISENHUTH. 
MOTOR VEHICLE. 

(AppUi&tios fiti.1 D<c IS. 1B07.1 



Fattntad Oct. II. 1898. 



4 Sheolt-Sheot 4. 



Hd. 613.272. Paientld Nov. I, 1898. 

C. T. UILDEBBANOT & F. R. McMUlLIN. 

MOTOR DRIVEN VEHICLE. 



^Ho Modal.) 



3 ShtnU—Sbpel I. 











200 



GEARING. 



No. 6i3,?72. Patented Nov. i, 

C. T. HILDEBRANDT S. F. B. McMULLIN, 
MOTOR OBIVEM VEHICIE, 

lAppUmioii nifd Am. 93, IB97.) 



INo Model.) 



3 StiKBli— Shenl : 




itiurfy 



^^ 



j:ha;rZesTft.eodin-eSiiaei>T0.7zd.t. 
i^ Ji-anXSosu/eUlf-MzHi-Tt. 



No. 613,272. Patented Nov. I, 1898. 

C. T. HILDEBBANDT L F. B. McMULLIN. 

MOTOR DRIVEN VEHICLE 



>nu Model.) 



3 Sheele— Sheet 3. 







„ C/iarlesT/icou (IliWtrwu/t 



A. W. SOUTHEY. 
STEERING WHEEL FOR MOTOR VEHICLES. 

(AopUCAUm BIM Aof. t, ISSS.) 



Patonted Nov. I, 



No. 614,781. 



e. J. ALTHAM. 
VEHICLE. 

(AppUcatlsa Bled Vac 31. 1B07.) 



Patented Nov. 22, 1898. 



2 Sheets— Sheet I. 



jsiff.j. 




nff.%. 





n I rrv ess es 



Mljd IftUu,^ !/mjA^. 



WfTNBSSESl 



InVentdi?: 

' a^ctp, . /■■ 



GEAR/NG 



201 



6. J. ALTHAM. 
VEHJCLE. 

(AfpUmUob Uxl Ok. SI, 1007.1 



Patentod Nov. 22, 1898. 



2 ShBUti— 8ti«sl 2. 







^^ X*-^/*C/7cAT.%*~^P5i — -~^ 



J. J. GILLINeER. 
TFIACTJON WHEEL. 



Patontsd Nov. 29, I 



2 Shaeta— Shast I. 




^/77^ t/iM.t^O'*'*^ 






J. J. GILUN&ER. 
TRACTION WHEEL. 

(AppUculaa OM Ao^. a. ia»7.) 



Patented Nov. 29, 1898. 



2 Sfaeala-Sbael 2. 



J. i. B. MILLOT. 
DRIVING GEAR FOR HOTOR VEHICLES. 



Patented Dec. 6, 1898. 



2 Shaeti-Shitl I. 








^P^, i^i<^t^^^>^^ 









^>->S2r T^att^T^^ 



202 



GEARING 



J. & B. MILLOT 
DRIVIHC GEAR FOR MOTOR VEHICLES 

(ArplluUas BIgd Aur 94. IBM.i 



Patented Dec. 6, I 



2 ShsBla-Sheat 2. 




FIG. 4. 




FIG. 2. 



Ois 










Patented Dec, 6, 1898. 



No. 615,430. 

J. CLOUGH & J. BUSH. 
VARIABLE SPEED AND POWER MECHANISN FOR «OTOR ViKICLES 



(l.TP'leaUra U*d Sk. ao, 1S07.) 



F/cJ 



2 Shasli— Shaal I. 

/7c. 3 







(Ofhij. 



f-^^^-t..^ 






lA^ii- JHor-n^^ 



Patented Dec, 6, 1898, 



No, 615,430. 

i. CLOUeN & J. BUSH. 
VABIABLE SPEED AND POWER HECHANISM FOB IIDTOR VEHICLES. 



lAppUutlOB llltd Dk. 00, IB97.I 



H. SMITH. 
MOTOR VEHICLE. 

(AprUstios oud icar ID, iBea.1 



Patonted Dec. 20, 1898.. 



2 ShetU— Shsel 2. 





~K/x^^e6-6-e.j:- f*^ 






■Ot^^t^iioT^fu^ 



'fV- 



GEARING 



203 



H. SMITH. 
■ OTOR VEHICLE 



J^ 



Patented Dec. 20. I89B. 



4 Shaalt— Shetl 2 







H. SMITH. 
MOTOR VEHICLE. 

lApplmuoo ti»a M*r 10. i« 



Patented Dec. 20, 1898. 



4 Skiil(-5lMl 3 













7ex -«> ir?hrr 

J?ttorn£y. 



H. SMITH. 
■OTOR VEHICLE. 



Patented Dec. 20, 1898. 



4 ShBeti— Sb.et 4. 



He. 617,332. 



J^.4^ 




J. L. GLAZIER. 
■ OTOR VEHICLE. 

lAppUnUs tHA 4.«. 30, ie»T. 



Patented Itl. 10, 1899. 



5 Sbiili^lbirt I. 













Ji>JiiTvIjj(i>l'''g''^'^ 






204 



GEARING 



Patented Ian. 10, 1899. 



J. L. GLAZIER. 
KOTOR VEHICLE. 

(Appllutbs Bl«d ABB. 3^ > 




No. 617,332. 



i. L. GLAZIER. 
MOTOR VEHICLE. 



ota. 



Patented Ian. 10, 1899. 



e ShgMs— Sheet 3. 




•i'=-W3wa- ^ "^ eJ^ifi'TvZuSl'e^^r 



Wifi)esses 




No 617,332. 



J. L. GLAZIER. 
MOTOR VEHICLE. 

(AppUnUen Slsd Au^. M. ISBT.i 



Patented Jan. IG, 1899. 



S Shecli-Sheel 4. 



J. L. GLAZIER. 
MOTOR VEHICLE. 

lAppUeaUon fil*d Aue. SO. I 



2.a 




Patented Ian. 10, 1899 



5 She ete-Sheet 5, 



Willie 







li}Ver)l»i 










GEARING. 



205 



i. W. EISENHUTH. 

CHANGEABLE SPEED GEARIKG 

iapW1aU» *>•' o« ai. )S«T.) 



Patentid Jan. 10, 1899. 




L. B. SMVSER. 
GEARING FOR HOTOR VEHICI.ES 



_2 Ji^X 



Palentad Ian. 17, 1899. 



a siitiii—stiitt I. 



No. «I7,8I9. 




WITNESSES? 



^^-{s- 



-<< 



INVEMOS 
ATTORNEYS 



L. B. SMYSER. 
GEARING FOR lOTOR VEHICLES. 

(ApplUUloB fll*d Sh. IB. ieft7.) 



Patentad Ian. 17, 1899. 



I. B. SMYSER. 
GEARING FOR «0T0> VEHICLES. 

(AppUmUm BM &•& 10, 1SS7.) 



Pttentad Jan. 17, 1899. 



3 Shaets^Sheol 2 



3 ShBBU— aiitti 3. 



^S 3 



IY^3. 




Mgri^_ 



^S. 




/^u^^V^^/T^ 



■^<?-^ 



>5. INVENTOR 
AnORNEYS 



BY 




WITNESSES: 



Jlnui S.ii, 



BY 



ATTORNEYS 



206 



GEAR/NG 



No. 617,984 



A DE DION t G. BOUTON. 
■ OTOR VEHICLE. 

'AnUmUta fll*d Auk. a. IIM.I 



Patentail Ian. 17, 1899. 



2 Sheiti -Shaet I 




Inrenlom- 






•yt^ 



A. DE DION & e. 80DT0N. 
MOTOR VEHICLE. 

lAppUutln SUd Ad« 3, IBM 1 






Palenled Ian. 17, 1899. 



3 5h«BU ShMt I 



.-.^H^X. 




Witnesses ■ 



-^ 






No. 616,244. 



W. G. BARB 
■OTOR VEHICLE TRUCK, 
d jBir i», iBGfl.) 



Patentsif Ian. 24. 



No. 618,244. 



W. C. BARB. 
KOTOR VEHICLE TRUCK. 

(AppUcaUBs lll*a Joly 10. ies&) 



Patentid Ian. 24, 1899. 



3 Sbi«ft-Sh«it 1. 



3 SJistti— Sheet 2. 




^^ 



. s. 






GEAR/NG 



207 



No. 618,244 



W. C. BARR. 
MOTOR VEHICLE TRUCK. 

lAppUallga fliHi JuJy IS, teM.1 



Patented Jan. 24, 1899. 



3 SlJBeti-Sheel 3. 



y=^ 



i.c3. 




^&— --i 



AT' 





L. BONIER. 
MOTOR VEHICLE. 

<Ap»Ue>U« fliad An*. 11. 1I9B.I 



Patented Ian. 31, 1899. 



2 8haiti— Sh««t 






Wiin esses: 



••^Ct^^2ci^^ )^^<tr^ , ''^f 



Inventor: 



L. BCNIER. 
MOTOR VEHICLE. 

(AppKeAtlao Slid Au«. 1 1. IS 



Patented Ian. 31, 1899. 



2 SbMtR—Shtel 2. 



C. STERLIN6. 
MOTOR VEHICLE. 

o atai Sn. fil, ie»T.) 



Patented Feb. 7, 1899. 



U Sheatt— Shaat I. 




Witnesses 



^^'^^'^■^^'^ M^l-T'T^ 



Irtvantor. 




^ -'**^ 



^^,-^^0^ka^ 



208 



GEARING 



No. 6I8.9IS 



C. STERLING. 
KOTOR VEHICLE. 

(AppUoUn aiad s«. HI. :aD 



^A^.S. 



Paten(oil Feb. 7, 1899. 



II Shueti— Sheat 2. 




C. STERLINe. 
MOTOR VEHICLE. 

ikffiitstioa aiwi dk. 91. laar.) 



Patented Feu 7. IS99. 



II Shaata-&ka-t i. 













93' Si 



F'll^.S. 




WITNESSES 






?^^^ 



C. STERLING. 
MOTOR VEHICLE. 

<ATpiicau«D mod sw. ai, isar.i 



Patented Feb. 7, 1899. 



II SheaU— Sheat 4. 



No. 618,915. 



C. STERLING. 
MOTOR VEHICLE. 

lAppUeatloB BUd X>*^ 91. ia07.) 



Patented Feb. 7, 1899.. 



II Sheala— Shaat S. 




WITNESSES 




Witnesses -)^ avS^^ 



INVENTOR 



GEAR/NG 



209 



C. STERLING, 
MOTOR VEHICLE. 

(AppUntlbD U*4 Dk. 31 IBB?. I 

~SB''jc.<z^.lO . 



Patentoil FbB. 7, 1899. 



llShestt— ShiBl 0. 




"Tj^-c^.n. 



lli'Sg'' — --.„ 1^ 




£7 








^,c^. 



IZ. 















F^j^.tS. 




C. STERLING. 
MOTOR VEHICLE. 

'AppUHUss flltd £w 91. IBPT.. 



Patented Feb. 7. 1899. 



II ShBali-Shatl 7. 



-F-',d^./y. 




py^ /•■? 






Witnesses 



. Inventor 



$Si"<?^%c^it^r 



No. 6IB,9IS. 



C. STERLING. 
MOTOR VEHICLE. 

(AppUoUOB lU^ D«. 91. iaB7.t 



F-jLcj/G. 



Patented Feb. 7, 1899. 



No. 618,915. 



C. STERLING. 
MOTOR VEHICLE. 



Patented Feb. 7, 1899. 



tl Sli«et«— Shial 8. 




< r o q Bl B =- P > 
Witnesses ' — « inventor 



Q 



F-jicJ.iS, 



II ShsBti— Sheet 9. 




^ 



^K-cJ-^^ 



J.-J^cJ,2o 



F^r:- c-f. Si 




•i^VA 



<Jal ep 



\ ''■".■^■g/tfi^'^iiaa riaEgiy^^ 



'/^S'- 




^se" 



:ErjL<^.ez. 







^ 



.:5^/c. cy. <?or 



^^t^o;-. 



•.21/. 




Inventor 



5Ts> ^-/^ a^a.-^*.^^.'! 






2IC 



GEARING. 



No. 618,915. 



ET'jCcf. 30. 



C. STERLING. 

tlOTOR VEHICLE. 



Patenttd Fob. 7, 1899. 



UShe«l«-She«t to 
\-X03 



F^I^Gf.^9 









Em- 



£io \\~£es 






Li 



^\ S'oo 



£11 \ 



^?^zs. 



^""■M 




No. eis,9is. 



C. STERLING. 
■ OTOR VEHICLE. . 

(AppU<mUoB Blad IMc 91, 1097.1 



Patented Feb. 7, 1899, 



II 3h«at«— ShDflt II 



F^^.SJ. 




!-Se3 




irfL<^.33. 



^1^ 



3^. 



r>^. 



26 



t^V^^ 








WITNESSES 



^< 



.O/re/wi-tC 






No, 619,905. 



G. L. RDBY. 
fflOTOH VEHICLE. 

(AppUCAUon fll^ I>«. 31. ISeo I 



Patented Feb. 14, 1899. 



S SheelB— Sheet I 



G. L. ROBY. 
■OTOR VEHICLE. 

(AppUwuoi ell' B*& SI, iwe.) 



Patented Feb. 14, 1899. 



S Stieetl—lbeei 2. 




1.^ 



WITNE55ES 



'.A^ 



INVENTOR 




WITNESSES; 



pi^^^ 



ju. C^^ 



GEARING 



211 



G. L. ROSY. 
MOTOR VEHICLE. 



Pltenttd Feb. 14. 1899. 



9 Shatti— ShBst 3. 




Tifl.5. 




Frc./ 




\A/ITNE5SE 5, 



INVENTOR 



yfurfi*-.'^'^ 



Patented Feb. 14, 1899. 



S Shetti— Stiait S. 



6. L. ROBY. 
MOTOR VEHICLE. 

IAppUe«t4Dn lllKl JVc. 31. iefM> 



Patented Feb. 14. 1899. 



5 Sbfelt-Sheet 4 




WITNESSES 



Nd. 619,505. 



6. L. ROBY. 
MOTOR VEHICLE. 



No. 819,927. 



C. E. WOODS. 
MOTOR VEHICLE. 

^Application aied Mat. D. 191 



Patented Feb. 14, 1899. 



3 Sheets— Sheet I. 








hyfNTiin 









2/2 



GEARING. 



C. E. WOODS. 
MOTOR VEHICLE. 



?at«nl(iil Fob. 14, 1899. 



3 Sbeett— shenl 2. 




^WitMC&sca 









No. 618,527. 



C. E. WOODS. 
MOTOR VEHICLE, 



Patented Feb. 14 169: 



3 Sl.cdi— Shaft 3. 




^yOvfrHCS^C^ 



3 VWCA^ tot 



oO^f&iVv. 



' ^~'&*-'^'A 






No. 620,325. 



W. C. ILIFFE. 
CHANGEABLE SPEED GEARING. 

.AndicaUM tUA Jm. BO. IBSai 



Pittnted Feb. 28, 1899. 



No. 620,325. 



3 Sheeti-Shaet I. 







VVj ^ £LUA**v I 



Pafontol Fob. 28, 1899. 
W. C. ILIFFE. . 
CHANGEABLE SPEED SEARING. 

(Appluwltoa flid /u. ~4 ien.> 

» Sbittt-Sb«Bl 2. 



/■/ (T.^. 




mrvesses : — 



IH/CHTOR :- 



< 






GEARING 



213 



No. 620,32S 



W. C. ILtFFE. 
CHANGEABLE SPEED SEARING. 

(A,pll«U™ W.1 Jut M. ISM.) 



Patented Feb. 28, 1899. 



3 Shatli-Sbnit 3. 



riG.3. 




B. C. HICKS. 
VEHICLE. 

(AppUcatlro ai4d Au«. S. leOB.) 



Patenlea Mar. 14, 1899 



2 8bcata-8hg»t I. 










B. C. HICKS. 
VEHICLE. 

(AlpllGMIflB Uid Auc 3. IBM.) 



Patented Mar. 14, 1893 



3 Shflsl*— Shvet 2. 



Patented Mar. 21, 1899. 
W. J. BREkER. 
AUTOMOTOR CARRIAGE OR VEHICIF 

(AppUoUiui Slid Kv. 9, laM.) 

3 Sboeti— Shtol I. 





^ 
f^ 










IVitnesses 




Tiit/eiitoz' 
O.ktomeys. 



I J. ■ v. 



214 



GEARING. 



No 621,483. Patenlod Mar. 21, 1899. 

W. J. B3EWEB. 

AUTOHOTOR CARRIAGE OR VEHICLE. 

(AppUutlBB aUd KH- B, IfiBS.I 

(m llodd.l ' Slmli-9h..l 2. 







Witnesses 



W^ 



:Sr 



f^ y 



H r 


y.-pri 


'ii 


^«- 


^ 


(^ ^ 


Y 


•J 



No. 621,483. 



Patenteil Mar. 21. 1899. 
W. J. BREWER. 
* AUTOHOTOR CARRIAOE OR VEHICLE. 

(AppLiutloD flltd Hu. B, IBBB.) 

tNo Medtl.) 3 ShaolB— ShBsl 3. 

Tiq-. IE . 



^5"- 



<£- 










Itivezutor 



Gttofnej/i 



Ho. 621,532. Patonted Mar. 21, 1899. 

H. P. MAXIM, H. M. POPE & H. W. ALOEN. 

DRIVINO MECHANISM FOR VEHICLES. 

(AppUeUlos BIkI Julr BB. IBBB.) 



(Mb MBdel.} 



3 ShsBtB— Sheet I. 



Ho. 621,532. Patented Mar. 21, 1899. 

H. P. MAXIM, H. .M. POPE & H. W. ALDEN 

DRIVIHS MECHANISM FOR VEHICLES. 

lAppUeMlea fll*d talj BB, IB88.1 



(No MadBl.) 



3 8bBBt(— ShOBi 2. 





^j^tce^e 



<5' yh\, y^ 






£^ h^. Vk^ir^: 



\JlTijuercbors : 



GEARING. 



2/5 



Mo. 621,532. Patentoil Mar. 21, 1899. 

H. P. BIAXIM, H. M. POPE & H. W. ALDEK. 

DRIVING MECHANISM FOB VEHICLES. 



(No Made!.. 



(AwUaUos AM ItXy BS. 1SM.J 



3 Shaeti^shoot 9. 




JjrwenjtOT-s . 






No. 621,684. 



A. S. KROTZ. 
liOTOR CYCLE. 



Patented Mar. 21, 1899. 



2 Sh«»t*— Sbift I 




Wnessw. 






^ 



VftVtrfliav. 



No. 621,684. 



A. S. KROTZ. 
ROTOR CVCLE. 

(AppUcatKm IU«d Xu. ft, 1607.) 



Patented Mar. 21, 1899. 



2 Sheet*— Sheet 2. 



Patented Apr. II, 1899. 



A. L. RIKER. 
MOTOR VEHICLE. 

(AppUntln eiad ■>? 09, lOOB.) 











216 



GEARING 



1 N. FORBES. 
MOTOR VEHICLE. 



Patonted M>y 2, 1899. 



* shall!— sntRi 




No. 624,311. 



J. N. FORBES. 
MOTOR VEHICLE. 

lApplkaUOD ftlad Jos* SB, 1BB1.) 



Patenttd May 2, 



4 Shatli-Shtfl 2. 



■II. ^^'4lillBllllllllli 




:f^J- 






^ 













')/Z^WTZ^ 






flttometj 



J. N. FORBES. 
MOTOR VEHICLE. 

(AppUuUdb Blad Jiua U, 1SB7.) 



Patented May 2, 1899. 



No. 624,319. 



J. N. FORBES. 
MOTOI) VEHICLE. 

(AvpUcatloB fUM Jon* 9.\ IBS?.) 



Patented May 2, 1899. ' 



4 ShBBt*— Stiest 3. 



4 SbBBiB— Shael 4. 



^5^^ 



?^^ 




-^^" 



Wi*wc< 








^^j^W<^ >^^<«-eC.6.t.<^l.A»x. 












GEARING. 



2/7 



Ho. 624.414, 




J. W. WALTERS. 
MOTOR WHEEL FOR VEHICLES 


iNo ModBl.) 


g-3e> 




^4 






X-^1 




^ 


FIG.2. i^^ 




^-^' riGv 


-if'-r^S 


-~^ 


9^''/ 



Patentsil Mav 2. IS99. 



I Shj^-Shtct I 




J. W. WALTERS. 
MOTOR WHEEL FOR VEHICLES. 



Palentid May 2. IS99.. 



2 Sh«tlt-Sh««t 7 



Patenled May 9, ia»!l. 




No. 624,919. 



C. H. MET2. 
DIFFERENTIAL GEAR. 

UFpUcAIMB aia4 Ju. «, IBM., 



W. S. SCHUYLER. 
MOTOR VEHICLE. 

(ApillcMlOB 111.4 Apr. I, lBSe.1 



Patenteil May 9, I89S. 



3 Sheali— ShisI I. 





-i ^ 






/fjs/efjraf^ 



iiihsa^' 



>^S 



•mllw 










218 



GEARING 



W. S. SCHUYLER. 
MOTOR VEHICLE. 



Patented May 9. 1899. 



3 Shasti-Sh«Bl 2 







^-^--^Jr 



W. S. SCHUVLER. 
MOTOR VEHICLE. 

lAvpUcsUsK Dad A^. I, IM«.i 



Patented May 9, 1899. 



3 Shtfti-Shail 3. 










No 625.808. Patented May 30, 1899. 

C. & H. ROE i. H. KNIGHT. 

POWER TRANSXITTINe MECHANISM FOR MOTOR VEHICLES 

[AppUcUn tStA l*x. IT. IBBB ' 

„,,.(.,, 2 SH.ti-S«..l I. 




No. e2S,808. Patenleil May 30, 1899. 

C. & H. ROC i. H. KNIGHT. 

POWER TRANSMITTIHE MECHANISH FOR MOTOR VEHICLES. 

(ApfUcMiM al.d J.& 17, in».i 
(N* Vodet.) 2 Sht«ti-Shfal 2. 




WLinmea 



Inventori 



GEARING 



219 



No. 626,463. 



L. BROWN. 
STEERING GEAR. 



Patented lune 6, 1899. 



2Sh(eti-Slic«t I. 




L. BROWN. 

STEERIN6 GEAR. 

lAp^Uftusi eu4 r*». le, isi 



Pitented June 6. 1899. 



aSk(«t«-Sti**< 2. 






INVENTOR 



Fij-S * 




J'iSr.d . 




rif.s 



i. S 





INVENTOR 



'iia^^ c^e^- 



TTORNEV . 



Nl. 826,73S. 



H. STOMMEL. 
■ OTOR VEHICLE. 



-5^-^- 



Patented lane 13, 1899. 



3 Sl,e«tt-8he«t I 



H. STOMMEI.. 
■ OTOil VEHICLE. 



Patented June 13, 1899. 



3 Sbcett-Skiil 2. 











\l^\\i\X)*v J. w«A 






220 



GEARING 



No. 626.735 



H. STOMMEL. 
MOTOR VEHICLE. 

(AppUnUen IU*4 July t, IMSI 



Patented luno 13, 1899. 



3 Shgeti— Sliflsl 3 







J>> 



No 626,967. Patented June 13, 1899. 

W. COOK. 

THtHSMISSIOH GEAR FOR MOTOR VEHICLES. 

(Appl.'.illoB Blad Ksr. 7, IBM { 

<No Modal.) 3 Sheala— ShBtt I. 






Vj«A~tA^<CWWw^ . 



•AHar-n.&i/. 




0> ^.<=-^-y/CJ^ 






No. 626,967. 



Patented lune 13, 1899. 
W. COOK. 
TRAKSMISSION GE«R FOR MOTOR VEHICLES. 

lAppLcftUaD fllwl M" 7. 18W,) 

3 Sheeti— SbBBtZ. 



No. 626.967. Patented June 13. 1899. 

W. COOK. 

TRAKSMISSION GEAR FOR MOTOR VEHICLES 

lApplicMIDK Hlod Kiv. 7. IBMj 

(No ModBl.) 3 Stioeti— SlBBl 3. 











GEARING 



921 



Ha. E26,996 



Patontei! Junt 13, 1899. 
J. «. HALL. 
POWER TnANSmSSmN .IPPARtTUS. 

g Sbeota— Sheet I. 




Patenltll lum 13, IB99. 
J. W. HALL. 
POWED TAANStllSSiail APPAaATUS. 

« Sheets— Sbattl. 



^^ 










/^m 



^re^s&6.- 






Patented June 13, 1899. 
J. W. HALL. 
POWER. TRANSMISSION APPARATUS. 

9 Sheets— Stmt 3. 



Ho. 626,996. 



J. W. HALL. 
POWER TRAHSffllSSION APPARATUS. 

lAppUoaUiB V^A Job* 61, IMT.t 



Patented June 13, 1899. 



S Sh4ata-SbMl 4. 










^-£?' 




jfzo.* 




%J0. 










222 



GEARING. 



Pattnted lune 13, 1899. 
J. W. HALL. 
POWER TRAHSalSSIOH APPABATUS. 

(Avpl)»U«B fU* Ju> 111 IBOT.) 

• fttitili-l(ii«t s 



No. 626,996. Patented lune 13. 1899. 

J. W. HALL. 

POWER TRANSMISSION APPARATUS. 

(AMilluUoB Blid Jno* fil. IHVIA 

•No Hodtl.) e Sheet!— Sbval 6. 







■^ K^/^!¥ox-rft^s, 










No. 626,996. Patented lune 13, 189}. 

J. W. HALL. 

POWER TRANSmSSION APPARATUS. 

(AppUuUeE mad Juu 91, 1007.) 
iNe Meilel.) 9 Sbeeti— Sheet 7. 



No. 626,996. 



Patentel lul 1}, 1899. 
J. W. HALL. 
POWER TRANSRISSION APPARATUS. 

(AndlakUn fllaA lu* fli, li^.l 

S Sheete-Skeet S. 



1^ 




^Zttcc^^ fe*^ • ■' 











•p^^:^L...^rt3,C^. 



'^<^<^~^^^^. 



'/■/e,^$<S 



GEARING. 



223 



Patented June J3, 1899 
J. W. HALL. 
POWER TR«NSMISSIOfl APPARATUS. 

[AppUcttoi DM JUB. 91. 1907.1 

eshaata— Shaal e. 




Patented June 20. 1899. 



No. G27.20I. 

A. PAGET. 

SPtEU REGULATING, STABTINe. STOPPING, REVERSING, AND STEERING MECHANISH 
FOR HOTOB VEHICrES, 

(ATplicallEui Oltd Ku. 32. ISOT 



(He Model.) 



2 Sdeeti— Sbeel I. 



Fiff.2. 









Kj^^/^Ofre-e-^'S. 










Ko. 627,201. Patented June 20, 1899. 

A. PAGET. 

SPEED DEGUtATING, STARTING, STOPPING. REVERSING. AND STEERING KECHANISM 

FDR MOTOR VEHICLES. 

ULppUuUon flliHl Her. 33, ie»T.) 

(No Model.) I -^aOlieeU.— SNeel 2. 



Patented June 20, ISD9. 



Ne. 627,282. 

W. E. TWICHELL. 
aOTOR CARRIAGE DRIVING MECHANISM. 

{ApfUcetlen U«l Kbt. «, leos.) 
tNo H«ilel.) 2 tteote-Sheot I. 




J^.7. 



Fiff.4.. 



-^A 







INVCNTOR. 




Mff.2. 








224 



GEARIJ\IG 



No. 627,282. 



Patentsl luns 20, 1899. 
W. E. TWICHELL. 
MOTOR CADRIAeE DRIVING MECHAItlSM. 

lAppUMUoD tut Vor. 4, 10B6.I 

2 Sbflli-SbMt 2. 



>^^.Cf 



^^■- 




,/^r^.^' 







^ ^6 Attorney -^ 



No. 627,503. 



J, D. HUMPHREY. 
MOTOR VEHICLE. 



Patented June 27, 1899. 



2 Shieli-ShoBi I 










No. 627.503. 



J D. HUMPHREY. 
■OTOR VEHICIE. 

lArpUAUu U.i T.b fi. IBM. . 



Pttontel lune 27, 1899. 



2 Sh«ati~Shea( 3 



No 027.523. 



E. J. PENNINSTON. 
■ OTOR VEHICLE. 

SM,. eo. t&DT.i 



Patsnted luni 27, 1899. 



2 Sbtili-Shatl I 





^Wil-n 









ctM^>C«tot 



I MorVttM 












GEARING 



225 



E. J. PENNINGTON. 
. MOTOR VEHICLE. 



Patanted Juna 27, 1893. 



2 Shacit— Sh««l 3 . 




e. V. L. CHAUVEAU. 
HOTOI) VEHICLE. 



< a>, iwai 



Patented lune 27, 1699 



S Sh««U-Sbi«l I. 



^ Si^ucvit'or 




^\<ti *Sk 




■^.fl^.^.fl,'^ 



H 



^ 

* 



1 




-■x^ 

& 


X 

M 


I 1 


T\ 


n 




1 


:,h V 


1 
'=^ 


. 



INVENTOR: 



TX'-y^ 



G. V. L. CHAUVEAU. 
MOTOR VEHICLE. 



Pltented luna 27, 1899. 



9 thBsU-Shtlt 2. 



Tiff^.6. 



T,g. 



7 . 



G. V. L. CHAUVEAU. 
■ OTOR VEHICLE. 



J^ey. yc . 



Piteotad June Z7, IB99. 



3 8bfilt-Sh*il 3. 





T,^.f. 



Txf. 3. 



i»ci' 





Tz^.y^. 




_Z" INVSNTOlt: 



^^3-V"«>^^^ 



c?m«^4^ 



>j«««^j^ 



TRACTION ENGINES. 

Chronological Arrangement of all Drawings in Traction Engines, 

1789 to July 1. 1899. 



B. LAN8D0N. 
TraeUon-WheeL 



Patented Feb. 22, 1817 




T Bl^nc/?ara. 



E 6 f^&o 



t- ' K.-'. v ^'.v wiL [ qn ; ;;j f JJ/J»/^ ^ 






TRACTION ENGINES 



227 



J. SEMPLE. 
Traction-Wheel 



Patented May 1, 1846. 



10 Sbeeti— Sheet l 
C. MASSEEAFO. 
lOOOMOTlVE MOVED BY THE POWEE OE ANIMALS. 

No. 8,417. Patented Oot. 7, 1861. 





10 Sheetfl— Sheet 2. 

C. MASSEEANO. 

lOOOHOTIVE MOVED BT THE POWER OF ANIMALS. 

No. 8,417. Patented Oct. 7, 1851 



10 Sbeets— Sheet 3. 



C. MASSEEANO. 

10C0M«TIVB MOVED BT THE POWEE. OE ANIMALS. 

No. 8,417. Patented Oot. 7, 1861. 





228 



TRACTION ENGINES 



10 Sheets— SJie^l i 

C. MASSEKANO. 

LOCOMOTIVE MOVED BY THE POWER OF ANIMALS. 

No. 8,417. Patented Oct. 7, 1851. 




10 Sheets— Sheet 5 
C. MASSERANO. 
LOCOMOTIVE MOVED BY TEE TOWEE 0? AKIMALS. 

No..a,417. Patented Oct. 7. 1851. 




No. 8,417 



10 Sheets— Sheet 6.' 

C. MA'SSERANO 

LOCOMOTIVE MOVED BY THE POWEB OF ANIMALS. 

Patented Oct. 7, 1851. 




10 Sheets— SEeet 7 

C. MASSEEANO 

LOCOMOTIVE MOVED BY THE POWER OF ANIMALS. 

!'«■ 8,417. Patented Oct. 7, 1851 




TRACTION ENGINES 



229 



10 Sheets— ShRPl 8 



C. MASSEEANO. 

lOOOMOTIVE MOVED BY THE POWEE OF ANIMALS. 

No. 8,417. Patented Oct. 7, 1851. 




10 SlieetB— Sheel 9. 
C. MASSERANO. 
LOCOMOTIVE MOVED BY TEE PdWER OF ANIMALS. 

No. 8,417. Patented Oot. 7, 1851. 




„ ,, „ 10 Sheets— Sheet 10. 

C. MASSEEANO. 
LOOOMOTIVE MOVED BT THE POWER OF ANIMALS. 

Ho. 8,417._ Patented Oct. 7, 1861. 



A. B. LATTA. 
Steam Locomotive. 



No. 12,912. 



4 Sheets— Sheet I. 



Patented May 22, 1855. 





230 



TRACTION ENGINES. 



No, 12,912. 



A. 8. LATTA, 
Steam Locomotive. 



4 Sheets— Sheet 2, 



Patented May 22, 1855. 



A, E, LATTA. 
Steam Locomotive. 



No 12,9t2. 



4 Sheets— Sheet 3. 



Patented May 22, 1855. 





No. 12,9t2, 



A. B. LATTA 
Steam Locomotlva 



4 Sheets— Sheet 4 



Patented May 22, 1855. 



G. W. H. YOST. 
TractioD-WheeL 



No, 16,0.50. 



Patented June 3. 1 85(1. 





TRACTION ENGINES 



231 



I PERCY 
Traotion-WheeL 



No 16,816 



Patented Sept. 30. 1868. 









». BRADLBT. 
Traotion-WheeL 



No. 16.044. 



Patented Nov. 11. 1856 



CI 




r 




% 



(C 



^ 






J. S. HALL. 
Steam-Canlage. 



Ji ' 



3 Sheets— Sheet :. 



Patented Mar. 31, 1857. 





4" 




232 



TRACTION ENGINES 



J. S. HALL. 
Steam-Carriage. 



No, 16,9i!). 



.S Shoots— Sheet 2. 



Patented Mar. 31, 18.57. 




J. S. HALL. 
Steam-Carriage. 



16019 



Sheots — Sliool 3. 



Patented Mar. 31, 1887. 




E. C. JONES. 

STEEEIHG APPARATUS FOE STEAH 0AREIA8ES. 

No. 17,970. Patented Aug. 11, 1857. 



J BARRANS. 
Traction-WheeL 



No 26.074. 



3 Sheets — Sheet I. 



P.atented Nov 8. 1869. 





Ineattar 



TRACTION ENGINES 



233 



J EARRAKS. 
Traotlon-Whe«l 



«o. 26.074. 



6 Sheet*- Sheet 2, 



Patented Nov 8. 1859. 







J BARRANS. 
Traction- WteeL 



No. 26.074. 



3 Sheets— She-i 



Patented Nov 8. 1859. 







s ifheeta— Sheet 1. 



So. 26,466. 



J. E. BAILEY. 

TEAOTION ENGINE. 

Patented Deo. 20, 1859. 



No. 26,466. 



2 SheotB— Sheet 2. 

J. H. BAILEY, 

TEAOTION ENGINE. 

Patented Deo. 20, 1859. 














- 


— ' 1 ; ' 1 r 












V 


1 


U 


nrf 






: 


\- 


S 


1 


i 














234 



TRACTION ENGINES 



No. 28,476. 



2 SbeetB— Sheet 1. 

J. F. HOLLOWAY. 

STEAM TSACTION ENGINE. 

Patented May 29, 1860 



No. 28,475. 



2 aiieets— flheet 1 

J. F. HOLLOWAY. 

STEAM TRACTION ENGINE, 

Patented May 29, 1860 














jfhvenior. 



No 28,955. 



C. H. BAKER. 
Traction- WTieeL 



3 Sheets — Sheet 1. 



Patented July 3, 1800 



C. H. BAKER. 
Traction- Wheel 



No 26.955. 



3 Sheets— Sheet 2. 



Patented July 3, 1800. 




l^ 




TRACTION ENGINES. 



235 



C a BAKER. 
Traction-Wlieel. 



Ko 28,95S. 



3 BliMt»— ShMt 3- 



P>t«ated Julj 3, 1860 



t 




ij'o 







J. GRIFFIN. 
Traction- Wheel 



"°- ( 31,595. 



3 Sheets — Sheet 1 



Patented Mar. 5, 1861. 




Wi*nesse»i 



Inventon 



J. ORIFFIN. 
Traction- Wheel 



""■laij^l:! 



3 Sheets— Sheet 2 



Patented Mar. 5, 1861. 



J. SRIPFIN. 
Traction- Wheel 



No 



) 591. j 
I 31,596. \ 



3 Sheets — Sheet »3. 



Patented Mar. 6, 1861. 





Vyitnesses: 



Inventor 



Witnesse«t 



Inventor. 



236 



TRACTION ENGINES 



GOODHOE & CAREY 
Traction-WheeL 



I 1,281, 
I 32.266. 



Patented May 14. 1861 




mm£SS£S: 



//\/l/'£-A/7X)/iS : 



R. H. LECKY. 
Traction-WheeL 



No. 42,203. 



Patented Apr. 5, 1864. 






a. W. BARNETI. 
Traction-WheeL 



J. FRYE. 
Traction-Engine. 



No. 4d.l30 



Patented Nov 22, 1864 



No. 49,746. 





Jty. tn esses. 






^^ 



T^ucc^ 



■'>*? 



Witnesses! 




3 Sheets— Sheet 1. 



Pntented Sept. 5, r865. 



Inventon 

1^ a^^Ziy^CZ. 



TRACTION ENGINES 



237 



J. FRYE. 
Traction-Iingine. 



No. 49.746. 



3 Sheotp — Sheet -2 



Patented Sept. G, IS65. 




nventon 



J. FRYE. 
Traction-Engine. 



No. 49.746. 



3 SKeets— Sheet 3. 



Pateuted Sept. 5, 1666. 










L. F. HAKE. 
Ti-action- Wheel 



No fi2.«64. 



2 Sheets— Sheet 1. 
Patented Feb, 19. 1867, 



L. F. HAKE. 
TracHon-Wheel 



No. 62,.261, 



2 Sheets— Sheet 2. 



Patented Feb. 19, 1867 





Witnesses; 






238 



TRACTION ENGINES. 



B. F. coor 

TraoHon-WhesL 



No 70,804. 



Patented Nov, 12, 186T. 



ScJief fieri lornson. 



Sirei/ ^attJj 



A'^730f/ 



Trddion-In^bie. 

Pahnted Jan 7 J 868 








ihi;elx -rf/f/'tf*ft- 



Shrei .? ■f-Slieel! 



/f^7305/ 



Sell ell I er & lornson. 

Trdchon-Inme. 

"^Pahnied Jan. 7, 7868. 



Scfieffler&lornson 
Trddio7i-In§ne. 




JP7306'/ 



Patexled Jan. 7, 7868. 







TRACTION ENGINE'S. 



239 



SJtft-l ^ -f-.^ft-f^ 



Jr-7305/ 



ScheffkTS: JfoTTisoy}. 

Trdchon-En^iTie . 

Pafenled JdTi. 7/868. 




?r -C6n^'-fCi' 






i-i^^.^ 



^tw^^«^-W^ 






3ik *t If 



Jf.S.£ed-n 



Self Propelling^ Engine. 

jrs763'^S TalenleciM&fJO./SdS 







Inventor 






fjifh 



SAfeiJ. 



JJAeeU 



SAettS.^ 



Self Propellin^Hiigine. 

jn 785^8 TcL ten ledMcir. /O, /S68 



Jf.S.JBecLn. 




Self Propelling J^ngine . 

JT^ 7S3^3 J'alenUd Ma.r. 70, 7866 



ri -^ 



Fia.S. 







j^:^/^a 









yi^f^. 



Inirenti 






240 



TRACTION ENGINES. 



D. F, LEACH. 
Portable Locomotive. 



No. 93,316. 



2 Sheets— Sheet i. 



Patented Aug, 3, 1869. 










D. F. LEACH. 
Portable Locomotive, 



Vo, 93,316, 



2 Sheets-Sheet 2, 



Patented Aug, 3, 1869, 




n/^irn 



IJ". 



J?nZ''vrtZcr . 






Af cr>^7U4.u*^/^ 






No 96,636, 



.^^S4.JS^. 




Jyf/dSV. 



G. N. TIBBLES. 
Traction Engine. 



FU). 1. 



Patented Nov, 9, 1869. 










Witnesses: 



/ 



Invenjtar: 



TRACTION ENGINES 



241 



Pateniei) May 17 1870 
103102 -^'^^ 




t^0 i 




,f,ff,j. 




T. F, HALL. 
Traction Engine. 



No. 104,845, 



Patented June 28, 1870, 





jRiitansuii: 




4 Sbeeta— Sheet 1. 



J. K. LAKE. 

TRACTION BNBiNE. 



4 sneetB— Sbeet 2. 



No. 105,956. 



J. K. LAKE 

TEAOTION EN8INE 



Patented Aug. 2, 1870. 



No. 105,956. 




Patented Aug. 2, 1870. 




242 



TRACTION ENGINES 



4 SbeetB— Sbeet 3. 



J. K. LAKE. 

TEAOTIOH ENOIHE. 



No. 105,956. 



Patented Ang. 2, 1870. 




J. K. LAKE. 

TKACTIOH ENGINE. 



4 tmeets— Sbeet 4. 



N»' 105,956. Patented Aug. 2, 1870. 




E^^OIBI 



A. R. LOCKE, 
Road or Railway Carriage. 



No. 106,378, 



Patented Aug. 16, 1870, 



ROSS 4 BURKE. 
Velilcle. 



No. 110,396. 



Patented Dec. 20, 1870. 



.a.-5"_4- 





If'ti/U'SSl'.S. 



Ifhiw attar n^. 






//i/t/'£^TO^rS 



"V 




^/■~A<. 



^^^.^M^ 



TRACTION ENGINES. 



243 



No. 110,866. 



„ „ _ 2 SheetB— Sheet 1. 

T. T. PBOSSEE. 

TEAOTIOH BNfllNE. 

Patented Jan. 10, 1871. 




iJj.J 



-Trf . ^ 



No. 110.865. 



T. T. PEOSSEE. 

TBAOTION EH8INE. 



8 Sheets— Sheet 2. 



Patented Jan. 10, 1871, 







•Nfr. 112,136, 



G. W. PITTS, 

TBAOTIOB EN8ISE. 

Patented Feb. 8, 1871. 



J. W. HAZEN. 
Road Engine. 




No. 113,767. 



Patented Apr, 18, 1871, 




m ^ 








JHtnesses 



Inventor: 



^"^ A 



Mtornetrs. 



244 



TRACTION ENGINES. 



Improvement in Traction Engines. 

No, 115,260. PalintiiJ Mij 30,1871. 




IVbift^sses 






3 Shisls-Shsel 2. 

JAMES H. CLAPHAN. 
improvement in Traction Engines. 

No. 115,280. Pal.nl.d May30,'l871. 



J-t^B 




3 Sheets— Sheets 
JAMES H. CLAPHAN. 

Improvement in Traction Engines. 

No. 115,280. Palented May 30, ie;i. 

riff.'}. 




C. F. THOMAS, A. J. CRAIG, J. A. CRAIG, & J. W. HATHAWAY. 
Improvement in Steam Road-Wagons. 

No. 115,786. Patented June 6,1871. 



^ 




ff" 



l:s- 



€1 



vmnnx^ 



:£= 



a: 



^ 






Jig-? 










TRACTION ENGINES. 



245 



L. BUTTON & T. E. BUTTON. 
Improvement in Steam Fire Engines. 

No. 116.151. P<lenl«d Juris 20, 1871. 




^eMfeW.JF'm GiUdeWAeelfarTeAicles. 



117759 



BtTlOTHi Au(J 8 1871 



JFJg./. 



■yji,- 




-Ti-^Z. 







UtlCjML, 






M. A. HALSTEAD 
Improvement in Traction Engines. 



2 ShDcts-bneet t. 



No. 119,138. . 



^ir- ^■ 



PalentBd Sep. 19, 1871. 



M. A. HALSTEAD. ^Sh,e,s-Sh.., . 

Improvement in Traction Engines. 

No, 119.138. .X^.J Patented Sep. 19, 1871. 






WITNESSES , f^~r { 

a. j> J* ■ ) ronjoi / L 







WITNESSES 



INVENTOR 



246 



TRACTION FNGINES. 



2Sh««ts-SheBtl 



R. C. PARVIN. 
Improvement in Tr actio n Engines. 
No. 119,878. 



2 Shcels-Sheel a 
R. C. PARVIN. 

Improvement In fraction Engines. 



^^^:^:n~--eatente(i Oct. 10, 1871. 




No. 119,878. 



Patented Oct. 10, 1871. 









azzz^ 




. ''H . Ha-tyju, 



<Z£i^, 



No. 120,84b. 



Patented Nov. 14, 1871. 



2 Sheots-Shecl '. 



« V.lB.BaZdii^ifi^Fro/ielU/if£ou^-er. 




R. C. PARVIN. 



Improvement in Traction Engine. 



No. 122,849. 



Patented Jan. 16, 1872. 



Wsasssa 



T=5t- 



guctutat: 
^ttonu]|i. 




J/ire/i/or 



TRACTION ENGINES. 



141 



2 Shcelj--Sheel i. 



R. C. PARVIN. 



Improvement in Traction Engine. 



No. 122,849. 



Patented Jan. 16, 1872. 










JOHN GREENSLADE. 
ImprovemenJ in Traction Engines. 

No. 123,395. '"^ '\ Patenlad Feb. 6, 1872. 








j^ttotntjia. 



W. W. HANSCOM 
No. 124,574 



Drovement in Traction Engine 

Pllented MarchlZ, 1872. 




2 Sheets-Sheet 1. 

JOHN H. SMITH. 

Improvement in Traction-Engines. 

No. 126,842. Palenled May U, 1872. 










^UWTUffS. 






248 



TRACTION ENGINES 



2 Sheels-Sheel 2. 

JOHN H. SMITH. 
Improvement in Traction-Engines. 

No. 126,842. Patented May 14, 1372. 







JttLo /r. !^»t^;th^. 






WILLIAM C. BIBB 
Improvement in Traction-Engines, 

No. 127,143. Patented May 2fl, !J72 





-:;^<i2£i.^«», ^x^-^AiS- 



O.A.OLMSTED. ^ """""•" ^' 

Improvement in Traction-Engines. 

No. 127,507. atented June 4, 1872. 



, Fig. 2. 



A. OLMSTED. 3 Sheets-Sh.et l. 

Improvement in Traction-Engines. 

No, 127,507 Patented June 4, 1872- 



Fig.l. 




WITNESSES. 



INVENTOR. 




WITNESSES. 



INVENTOR, 



TRACTION ENGINES. 



24-9 



0. A. OLMSTED, 3 Sh......Sh.., 3. 

Improvement in Traction-Engines. 

No. 127,507. Patonled Jane 4, 1872. 



Fig. 3. 




Fig. 4. 



WITNESSES. 



INVENTOR. 



a^tcio 



G, N. TIBBLES. 



Improvement In Traction-Engine. 



No. 130,085. 



Patented July 30, 1872. 



jm^y. 




V- 




\ 


i-VVi- 


ji 




^y^jv 


...-;■."- 


•••&'•• ' 


/w^ 




> 


\ V 



^^^ 



ati^-jij"' 



■r ^^ -jrs 



a^Htetiff 



jy^i/i^t/sr 



1:%!*^^ .^i4«»*<A>^*t 



D. W. KELLOGG. 
Traction or Portable-Engines. 

No. 135,128, Patenleil Jan. 21,1^73. 



A. LINDELOF. 
Roail-Rollers. 




No. 135,825. 



Palenled Feb. 11, 1873. 



>J_^./ 



ri^,2 





















C^/<4-^_.„y, 



2SO 



TRACTION ENGINES. 



No. 143,028. 



4 Sheets — Sheet I- 
L. fERKINS. 
Traction Engines. 

Patented September 23, 1873, 










L. PERKINS. * Sheets-She.. 2. 

Traction Engines. 

No. 143,028, , , Patented September23, 1873. 







e^^^ 



4 Sheets — Sheet 3. 
L. PERKINS. 

Traction Engines. 

No. 143,028. Patented September23, 1873. 



No. 143,028. 



4 Sheets--Sheet4. 
L. PERKINS. 
Traction Engines. 

Patented September 23, 18,73. 





&^ Pete 






S,&y,......c.j^ 






TRACTION ENGINES. 



zsi 



I. S. FRENCH. 
Locomotives. 



No. 144,271. 



i-atenled Nov. 4, 1873 




2 Sh«eU--Sheel I. 
N. M. MENDENHAI.L. 
Traction Engines. 

No. 144,467. Pattnted Nov. 11, 1873. 



Tia » 



9"! 






'»(;i(<£!buxn^ "-^ 



Trvventor. 
JTtM. S. J^ren-cJt'. 







Witnesses 

Q^ili/n^oMw/^ Inventor 



2 Sheelc--Sheet2. 
N. M. MENOENHALl. 
Traction Engines. 

No. 144,467. Palented.Nov. n, 1873. 



D. FRAZER. 
Locomotives. 



No. 147,927. 



2 Sheolo— SRetl 1. 



PalenteJ Feb. 24, 1874. 




Witnesse* Inuewtor. 




Witnesses 1 . 



Anomey:;, 



2SZ 



TRACTION ENGINES. 



D. FRAZER. 
Locomotives. 



2 Sheels--Sheel 2. 
Palenteil Feb. 24. 1874. 




i^iff.5. 






Inventor! ^ 



AitornevSv; 



E. P. COWLES. 
Traction Engines. 

No. 154,846. Patented Sspt, 3, 1874. 







2 Shects--Sheel I. 



N. S. BEAN. 
Seif-Propelling Engines. 

No. 157,904. Patented Dec. 22, 1874 



W. C. LUCE. 
Traction -Engines. 



No. 158,595. 



Patented Jan. 12, 1875. 








WFlnKSSes. 



Jijl/eqlor. 









TRACT /ON ENGINES. 



2S3 



No. 158,595. 



W. C. LUCE. 
Traction-Engines. 



2 Sheets--Sheet 2. 



Palenled Jan. 12, 1875. 




^■a.-^. 




Ajtfe^t. 






No. 158,923. 



fl. R. DOAN. 
R a d - E n g I n a « . 



n-ir.i 



Patented Jan. 19, ,875. 




OS r Us U' ^TO= 

Witnesses ^— , Inventor 



No. 161,217 



6. T. ELLIS. 
Raad-Engi ne. 



4Sheels--Sheel 1. 



Patented March 23, I87S. 



G. T. ELLIS. 
Road-Engi ne. 




No 161,217, 



4 Sheets--Sheet 2. 



Patented Marcli 23, IS75. 










ZSJf 



TRACTION ENGINES 



G. T. ELLIS. 
Road-Eng i ne. 



No 161.217. 



4 Sheets-'Sheet 3. 



Patented March 23, 1675. 



Fig. 3 




Fife 




Fig:7 



Fig.& 



.^.A 



^rf. 



WITNESSES . 






8. T. ELLIS. 
Road- Engine. 



4 Sheels--Sheet 4, 



No. 161,217. 



Patented March 23, 1875. 

4^^ Fi^.4' 



WITNESSES^ 




c-^^?a^^^£C_«,<!l=. 



^ INVENTOR 



ATTORNEYS 



2 SheetS'-Shegtl. 
C. M. MILLER. 

Carriage for Portable Engine. 

No. 165,854. Patented July 20, 1875. 



2 Sheels--Sheet 2. 
C. M. MILLER. 

Carriage for Portable Engine. 

No. 165,854. Patented July 20, 1875. 

f.3. • 






^.r 



^■. 



^4^^.. 



^>«*f.« — 









)*i~^ Altoinei/S 



TRACTION ENG/NES 



255 



J. B. ANNIN. 
Differential Gear for Traction Engines. 

No. 168,955. Pilented Oct. 19, 1875 




Jljr-^. 



J^ir. 3. 








Zm/e9ifyr: 






ifO'tiZ, 



O'tly 



H. K. DVRPHT. 

FORTABLE STZAU-EITOIIIE. 

No. 172,916. Patented Feb. 1, 1876 




f;,i 










0"?S./eiii 



j^^.Qi 



\|/iTne1%tl, 




JnvFnl 



S. CKEUZBAVR. 

TRA^Tioir-EiroiirE. 



SSheots— Sleet 1. 



3 Sheets— Sheet 2. 



Patentel Feb. 8, 1876. 




H. CRDUZBAUR. 
TRACTioir-EiraiiiK. 



No. 173,164. 



Petentel Feb. 8. 1878. 





Witnesses. 



V £i.e^a.»».W\/ 



;>^, 




InvenVoT . 



256- 



TRACTION ENGINES. 



3 Shsets— Shset 3. 



II..CKE17SEAUII. 
THACTIOir-EItGIIIE. 



Ho. 173,164 



Patented Fet. i, 1876. 




Witnesses \^ 




l-aventoT ; 



Ko. 174,706. 



3 Sheets— Sheet 1. 
C. R. SHIVELET. 

TSACTIOH ENSIITE. 

Fateste^«Xaich 14, 1S76. 



Mte^sV. Ill 




„ Jrvventon 



S. ROGERS. 
TRACIIOH WHEEL. 



Ko. 173,438. 



Patented Feb. 15, 1876. 







No. 174,706. 



3 Sheets— Sheet J. 
C. B. SHIVELET. 
TRACTIOH EHOISE. 

■ Patented Uarch 14, 1876. 




J^ff.2. 



^^.3. 



'^i?3i34^ 




Jnven.ter'. 



TRACTION ENGINES 



257 



No. 174,706. 



3 Shegts— Sheet 3. 
C. R. SHIVELE?. 
TRACTIOH EKQIITE. 

Patented Vircli 14, 1876. 



JXSf.4^. 










Tzr 



No. 175,601. 



fl. W. FITTS. 
T&ACTIOH-EHSISE. 

Pttinted April 4. 1876. 







A^ju.j'*- ClK^t^JJ^ 



^^ 



y.^ 




2 Sheots— Sheet 1. 
B. TOCH. 
PORTABLE AKr ROAD EHSIBE. 
No. 177,052. Pitented Say 2, 1676. 



* 2 Sheets— Sheet 2 

B. TOCH. 

PORTABLE ASS ROAD ENdlirE. 

No. 177,052. Patented Xa7 2. l»7fi. 




h^^ 




y!m?ms$^^^=^ 


fel ^ 


J "^ 




^ 






""' i 




r= ■ 


\ 




s 





r 










'^^^'-f^^^ 



INVENTOR: 



a/i^ ^^&r,r^J^ 



INVENTOR: 



239 



TRACTIO N ENGINES. 

2 Sheets— ^heet 1 



S. B. STONE. 
5TEAH WAGOlf. 



Ho. 181,220. 



Patonted Aug. 16, 1876. 




Inventor. 



Us. 182,139 



W. WEATHERSBEE. 
LOCOKOTIVE WHEEL. 

Patented Sejt. 12. 187S. 




imEtffOBi, 

aTTIMMCVr^3 



2 Sheets— Sheet 2. 



S. B. STOKE. 
STEAU WAGON. 



Ho. 181,220. 



Faten'te^l Aug. IS, 1876. 




Witnesses. 



K. U. BECE. 

HODHTIHG FOE PORTABLE ESfllHES. 

No. 187.348. Patented Pel). 13, 1877. 



^^./ 




^!f 



>^ 




WITNEMESi 



cJ^linAJSMv^**^it^*-^ 



iNvommi 

UTTOflHEVS. 



TRACTION ENGINES 



259 



J. S. SCHOFIELD. 
TERTICAl PORTABLE-EJfSmE. 



2 Sheets— Sheet 1. 



2 Sheets — Sheet 2. 



Ho. 137,917. 



PlteoleJ Fell. 27. 1877. 



Ho. 187,917 




WITNESSES 




S^&.u^' 



No. 188,300. 



2 Sheet:— Sheitl. 
A. B. MARTIH. 
ROAD ESeilTE. 

Patented llirch 13, 1377. 



Ho. 188,300. 



2 Sheets— Sheet 2. 
A. B. JJAETIH. 
ROAC EirGIHE. 

Pltented Hirch 13, 1877. 




u ^ 










2bO 



TRACTION ENGINES. 



2 Sheets— Sheet 1. 
N. M. DAVIDSON. 
FORTAELE ANB TRACTIOH EKGIHE. 
lo. 188,866. Faulted Xaich 27, 1877. 





^<Z^-^ ^^~ 






2 Sheets— Sheet 2. 
N. a. DAVIDSON. 
FOKTASLE JLHS TRACTIOV EK3inE. 
Ho. 188,866. Fatented Uatch 27, 1877. 







B. F. CORNISH, 

nOAS EKSIHE. 



L. WALEEH. 

TRACTIOlr-ElrGIlrES. 



No. 191,407 



PitentedSay 29, 1877, 



Falcated July 31, 1877. 





J?V 



a.e^ 



WITNESSES 




^INVENTOR . 




iTTomnt 



TRACTION ENGINES. 



261 



J. C. C&KK. 

soAi-EiraiirEs. 



No. 195,702. 



PitoLtsd Oel. 2, 1877. 




r'iyX. 




»■ ^ 



ilUHHl 



ms/.3. 





444^1 O. (Po'^ . 



2 Sheets— Sheet 1 

C. D. MONNOT. 
Eoad-Engine. 

No. 197,485. Patented Nov. 27^4877. 




J-if.Z. 




frittesses 27 



ZfiYe^toe. 






C. D. MONNOT. 
Boad-£ngine. 



2 Sbeets—Sheet 2. 



No. 197.485. 



^tf.3. i 



tented Nov. 27, 1877. 



2 Sheets— Sheet 1 

M, FOETIN. 

Traotion-Engine. 

No. 202,429. Patented April 16, 1878. 





6,£. inou-iim/ 



ZMrgxlvr 



WITHESSES: ^-_, 



\0r-~^-,rv:::,<l-^rO'W:^^^'^Jck. 



HfVEHTOS; 



i:L^^^^yt 



ATTOBNEYS. 



162 



TRACTION ENGINES. 



2 SheotB-'Slteet 2- 

M. FOETIN. 
Traotion-Engine. 

^2,429. Patented April t6, 1878. 





2 Sheets— Sbeet 1 



W. D. ALFORD. 
Portable-Engine Truck. 

No, 206,759. Patented Aug. 6. hi78. 



JE^J^g.JL 



DrrarroB: 



ATTOSNETS. 







J/yi ven ^ojT 






2 Sheets— Sheet 2. 



W. D. ALPOEB. 
Portable-Engine Trnok. 

No. 206,759. Patented Aug. 6. 1878 



W. L. HUSSET. 
Boad-Engine. 



2 Sheets— Sheet 1. 



No. 207,524. 



Patented Aug. 27, 1878. 




C\i±F.si 










tf)if*-w^*^^ , 



TRACTION ENGINES 



2-63 



No. 207,524. 



2 Sheets— Sheet -i 

W. L. ETJSSET. 
Koad-Engine. 

Patented Aug. 27, 1878. 




E. MAKLEY, 
Traction-Wheel for Street-Cars 



No. 210,206. 



Patented Nov. 26, 1878. 



Fi-Ji. 








V\\~''n\\M 



■mill iiiimr~ 



WITNESSES 



witnteste: 



^nbintoc: 



J. COOPEH. 
Traotion-Engine. 

No. 212,358. Patented Feb. 18, 1879. 



F. E. OULTER. 
!^ad-Engine. 

No. 212,839. Patented Mar. 4, 1879. 





JPi^.a. 



yi'itnessea.- 










264 



TRACTION ENGINES 



2 SbeetB— ShMt I. 



H. H. BEIDENTHAL Jr. 
Road-Engine. 

No. 212.889 Patented Mar. 4. 1879. 




No, 



H. H. BEIDENTHAL, Jr 
Boad-£ngine. 

,889 



2 Sheet!— Sheet 2 



Patented Mar. 4, 1879. 




^S^ 




1-if.f. 






^A 



/ftht. 






2 Sheets— Sheet 1 



r. L. FAIRCHILD. 
Traotion-Engine. 

No. "217,787. Patented J«ly 22.1879. 



2 Sheets— Sheet 2. 



F. L. FAIRCHILD. 
Traotion-Engine. 




No. 217,787. 



Patented July 22, 1879. 



fiSinesses: 



Inventor: 
FranlcL.JairchUd, 

his JlttoTjiey 




Tnventoi; 
Prank L . Fiu'rMl. 

Jiis JlitoTnev 



TRACTION ENGINES. 



265 



S. S. HANKS. 
Eoad-Engine. 



2 SbeetB— Sheet i 



No. 217,941. 



Patented July 29, 1879. 



T3.SS.1. 




llsiVENTQR: 



S. S. HANKS. 
Road-Engine. 



2 Stieets— Sheet 2. 



No. 217.941 



Patented-July 29, 1879. 




Witness s 



Invenjtdr: 






3 Bbeets— Sbeet 1. 



C. G, COOPER. 

Traotion-Engine. 

No. 218,714. Patented Aug. 19. 1879. 



2 BheetB— Sbeet 2. 




C. G. COOPER. 
Traotion-Engine. 

No. 218,714. Patented Aug. 19, 1879. 




Aw Attorn^, 



Tvttness ej:. 



Jnretiior; 



266 



TRACTION ENGINES. 



% Sheets— Sheet \. 



R A, EDWARDS. 
LooomotivB Tram-Wagon. 

No. 219,452. -Patented Sept. •g, 1879. 







•^^^^swy 



-Z/i fr//t"7 






H- A. EDWAKDS. 
Looomative Iram-Wagon. 

No. 219,452. 



2 Sbe«ts— Shee( 2. 




J^o^.J. 







2 Sheets— Sheet 1. 



J. J. HALCOMBE. 

Endless-Traok Vehicles. 

No. 219,938. Patented Sept. 23, 1879. 



2 Sheets— Sheet 2. 



J. J. HALCOMBE. 
Endless-Track Yeliioles 
No. 219,938. 



Patented SupU 28, I 8 T 9. J \ 




TRACTION ENGINES 



267 



W. T. HATCH. 
Road-Engine. 

No. 220,612. Patented Oct. 14, 1879. 




W-^"3a:<--r"^S5iK!^, 



) SbeetB— Sheet 1. 



J. ALLONAS. 
Portable-Engine. 

No. 221,265. Patented Nov. 4, l4jf9. 




WITJfESSES 



^ I^-YEtflOK 



3 Sbeets— Sheet 2. 



J. ALLONAS. 
Portable-Engine. 

Nd. 22t265. Patented Nov. 4, 1879. 



3 Sbeets— Sheet •'' 
J. ALLONAS. 
Portable-Engine. 

No. 221,265. Patented Nov. 4, 1879. 




WITJVESSEi, 



/yrT^^y^-^ 



z«»»<fcr 



^ I MV El, TOR 

By h^3 Jit^'^y ,^t.^^,A«;ZZ^> 




wnt/ ESSES 






268 



TRACTION ENGINES. 



? Shetts— Slipet I. 



No. 221.266. 



J. ALLONAS. 
Portable-Engine. 

P.Ttented Nov. 4, 1879. 




WITJ^ ESSES 






ijvvE.yTon 



2 ShjjetB— Sheet 2 



J. ALLONAS. 
Portable-Engine 

No. 221,266. Patented Nov. 4. 1879. 










2 Sheets— 3beet 1. 

C. M, MILLEE, 

Traotion-Engine. 

No. 221,900. Patented Nov. 18, 1879. 

7t' 



2 Sheets— Sheet 2 

C. M. MILLEE. 

Traotion-Engine. 

No. 221,900. Patented Nov. IS, 1879. 



A 










i 







nvarftoi.' 






TRACTION ENGINES 



269 



StieetB— Sheet 1. 



0. C. HAEEIS. 

Steam Road-Wagon. 

No. 222,352. Patented Dec. 9, 1879 




./fitJtjts^. 



Orr-tje. C. STa-rrti-. 



-^ 



^*tS'- 



:' SiieetB— Sheet 2. 



0. C. HARRIS. 

Steam Eoad-Wagon. 

No. 222,352. Patented Dec. 9, 1879 



.r^ 







/i/fJijex^. 



^ff 






8 SheetB— Sheet l. 



No. 223,405 



J. A. STOUT. 
Traotion-Engine. 

Patented Jan. 6, 1880 



! Sheets— Sheet 2. 



J. A. STOUT. 

Traotion-Engine. 

No. 223,405. „- Patented Jan. 6, 1880. 








cS'^-^<^^ ti 



4/L. 



"^ 



cvC^ -^ 'J'" 



1. 



Jka. 



270 



TRACTION ENGINES 



L. W. HASSELMAN. 
Portable-Engine. 

No. 224,427. Patented Feb. 10, 1880. 




3 Pheets— Sbeet 1. 

0. H. BUEDETT. 
Traotion-Engine. 
No. 224,868. r^^tented Feb. 24, 1880. 




-^^.a^ 

4A 



&.■¥ C&<^cM(r- 




ATTOEBinS.. 



3 Sheets— Sheet 2. 

0-. H. BUEDETT. 

Traotion-Engine. 

No. 224,868. Patented Feb. 24, 1880. 




3 Sheets— Sheet 3. 

0. H. BUEDETT. 

Traotion-Engine. 

No. 224,868. Patented Feb. 24, 1880. 



JL-:J. 






— rffow; 



'OHNEYS. 




i- Ai/^f,^!^'- 5 



TRACTION ENGINES. 



271 



J. SINKAMOJ!!. 
Ball and Socket Coupling for Tehiole-Axlea. 

No. 225,027. Patented Mar. 2, 1880. 




Tip t 



Fij.T^^ 




F,g. S 



Wilnttftf 



In^pTor 



■■** tSfH^i 



i Sbeets— Stiuet 1. 



C. G. OOOPEE. 
Traotion-Engine. 

No. 225,050. Patented Mar. 2, 1880. 





C.Q.Coo/ier, 
^1/ -hJhljJUjj 



^^A 



2 SbeetB— Sbeet 2. 



C. G. COOPER. 
Traotion-Engine. 

No. 225,050. Patented Mar. 2, 1880. 



2 SbeetB— Sbeet 1. 




E. D. BEOWN & A. J. HOAG. 
Traotion-Engine. 

No. 225,560. Patented Mar. 16, 1880. 




C-G-Coojierj 

.^ATXORMEY. 



IF«nea«0«. 






4. cj/U^^tii^i^ 



272 



TRACTION ENGINES 



2 Sheets— Sbee; - 



E. D. BROWN & A. J. HOAG. 
Traotion-Engina. 

No. 225,560. p. Patented Mar. 16, 1880. 











4 Sheets— Shef.t i 

F, L, FAIECHILD. 

Road-Engine. 

No. 225,695. Patented Mar. 23. 1880. 




(fi^^i^t.^._^ 






4 sheetB— Sbeet 2 

F. L. FAIROHILD. 

Road-Eagiae. 

No. 225,695. Patented Mar. 23, 1880. 



4 Sbeets— Sbeet 3 

F. L. FAIROHILD. 

Road-Engine. 

No. 225,695. Patented Mar. 23, 1880. 





J'ig-.JZ- 



(O'^-'^^-fOun^^ 





T^ 






r 











mVEHTOR 
■^4^ ATTORNE?, 




IKVEKTOB 
-^<^.ATTOBKBY. 



TRACTION ENGINES. 



273 



4 SbeetB— Sheet 4 

F. L, FAIROHILD. 

Road-Engine. 

No. 225,695 Pafented Mar. 23. 1880. 







No. 227,259. 



2 Bbeets^-BDefit I. 

A. JILLSON. 
Traotion-Engine. 

Patented May 4, 1880. 




IBTHJTOK; 
j (% &Z<^ct/ 

'^— STmNEYS. 



2 SbeetB— Sheet 2. 



No. 227,259. 



A. JILLSON. 
Traotion-Engine. , 

Patented May 4, 1880. 



No. 227,441, 



c; M. MILLEE. 
Traction-Engine'. 

Patented May II, 1880. 




:Fjra.^. 










274 



TRACTION ENGINES. 



T. AVELINO. 
Eoad-Engine. 



No. 228,588. 



J¥^:/. 



Patented June 8, 1880. 




BY JibuS^^ 



(No Uodel.) 

H. N. LAND & H. CAMPBELL. 

Steering Gear for Traction Yehioles. 

No. 229,715. Patented July 6, 1880. 




^J^S 







^ "U" 



4 -^ "^^ 



'^rv^a.^. 



dii^ 



^^^4^'_ - 



(No Model., 



No. 230,052. 



2 SbeetB— Sheet 1. 



J. POITEYENT. 
Traction Engine. 

Patented July 13, 1880. 



(NoUodel.) 



No. 230,052. 




2 Sheets— Sbeet %. 

J. POITEVENT. 
Traction Engine. 

Patented July 13, 1880. 




:P^.4. 



.h <Veit^i.<n^t^ 



WlTNESSEa: 




(QlTONTOE: 
BY tyvVU.^'M-.^ c 



ATreSlTEYS. 



TRACTION ENGINES 



275 



D. LIPPY & J. B. EOUSH. 
Traotion Engine. 



No. 230,297. 



Patented July 20, 1880. 



<%'■ 






^itn 



^;„fi~5(iS>^5K o<^«c*iST../ 



In vent or; 



(Mo Model.) 



No. 230,762. 



2 SheflU— Sheet 1. 
F. L, FAIRCHILD. 
Traotion .Engine. 

Patented Aug. 3, 1880. 




INVENTOR 

rrankL.EaircfiM, 

.^ATTORNEY 



(Ho Xodel.) 



No. 230,762. 



z saeecs — jsdbi 



F. L. FAIRCHILD. 
Traotion Engine. 



Patented Aug. 3, 1880. 



(Ho Model.) SBbeeti— Sbeeil. 

J. R. PURSSELL. 
Apparatus for Moving Tram Cars. 

No. 231,097. Patented Aug. 10, 1880. 





INVENTOR 
/uif JTTORNEV 









JfTu. 



276 



TRACTION ENGINES 



(No Model.) 



5 Sbeetfi— Stieet 2 



J. E. PUESSELi.. 

Apparatus for Moving Tram Cars. 

No. 231,097. Patented Aug. 10, 1880. 



Tig^ 







ig 



rTohn R- jPtzT" ss eJJ, 



(No Model.) SSbeetJ— Sheet S, 

J. E. PUESSELI,, 
Apparatus for Moving Tram Car-s. 

No. 231,097. Patented Aug. 10. 1880 



na-^- 










D. J. HAVENSTBITh. 
Traction Engine. 

No. 231,569, Patented Aug. 24, 1880. 



J. 0. SPINDLEE & F, L. FAIECHllT""""- 
Traction Engine. 
No. 232.375. Patented Sept.^l, 1880. 




WirsIBSES: \ 







TRACTION ENGINES. 



277 



2 Sheets— Sheet 2. 

J. C. SPINDLER & F. L. FAIRCHILD. 

Traction Engine. 

No. 232,375. Patented Sept. 21, 1880. 




J, F, MARKS. 
Traction Engine 

Patented Sept. 28, tSSO. 

mf, ., 




Wiiji esses 



J^NVEN TORS 
.TbJni C SpJndler 



rffl * A,j.- >>«■. 3, 



v^^ 



y- 



^HorneifS 






^Aji [yj. 



IfJv/EfJTOfS- 



(Ho Model. J 



J. H. COX. 



Pawl Shifter for Traction Engines. 
No._232L88i4. Patented Oct. 5, 1880. 

-1)- V 



2LTZI 



?-^ J 



^^ 




(Vo Model.) 3 Sheets— Sbeet 1. 

A. H. WAGNER. 

Steam Engine for Traction Tehioles. 

No. 234,824. Patertted Nov. 23, 1880. 













■4>i^j<6^-iytisi /^"^e'^'^-^j^'^/^'^ rT^^io- 



278 



TRACTION ENGINES 



(Ho Model.) 3 Sbeete— Sbeet I. 

A. H. WAflNEE. 
Steam Engine for Traction Vehiolea. 
No. 234,824. Patented Nov. 23. 1880. 




(Ho Model.) 3 SlieetB-Slieet 3 

A. H. WAGNEK. 
Steam Engine for Traotion Vehicles. 
No. 234.824. Patented Nov. 23. 1880. 






Un hjttt Atliirn'ci'^ 



I.VriiVr/if; 




H'ITjYESSI> 



i.vrKjYToi: 



(Ho Model.) 



No. 236,041. 



3 SbeetB— Sbeet 1. 
P. T. KISSANE 
Traction Engine. 

Patented Dec. 28, 1880. 



(Ho HodeL) 



No. 236,041. 



3 Sbeets— Sbeet 3. 




P. T. KISSANE. 
Traotion Engine. 

Patented Dec. 28, t880. 
















^i2^?^^£^V^ 






TRACTION ENGINES 



279 



9 Slieeta— Sbeet S. 



No. 236,041, 



P. T. KISSANE. 
Traotion Engine, 

Patented Oec. 28, 1880. 




^.^•du^ 






(Ho Bodel.) 

No. 236.565. 



_ „ 6 Bheete— Sheet 1, 

J. H. ELWAfiD. 
Traotion Engine. 

. « Patented Jan. 11, 1881. 







No. 236,565. 



^ „ ^. 6 Sheete— Sheet i 

J. H. ELWAED. 

Traotion Engine. 

Patented Jan. II, 1881. 



(Ne Model.) 



5 Sheets— Sbeet.3. 



J. H. ELWAED. 

Traction Engine. 

No. 236,565. Patented Jan. 11, 1881. 

r\ 








/ 



'Cf^^ Ol'/C (f^^<^-r^l^ 






A( ,i. y^ia^riC/^ry 






280 



TRACTION ENGINES. 



(Mo Model.) 



No. 236,565. 



5 SbeetB— Sheet 4t 

J. H. ELWAED. 
Traction Engine. 

Patented Jan. 11, 1881. 




5 SbeetB— Sheet '. 



No. 236.565. 



J. H. ELWABD. 
Traction Engine. 

Patented Jan. t1, 1881. 



^^. 



zszL fs: 



^3^_. 






* 

R 







_£n-v C'Tptrr . 



f^xt/T^c^ri 






(Hodel.) 



No. 236,757. 



S, S. BARE. 
Traction Engine. 



3 Sheets— Sheet 1. 



Patented Jan. t8, 1881. 



J'V^.V 



(Holel.) 



No. 236,757. 




S. S. BAEE. \ 2«i'-t»-=^cet2. 

Traction Engine. 

Patented Jstn. 18, 1881. 



^'.f 





DTVENTOR: , 



BY ^Xa/U,»-<--- "^Qs 



TRACTION ENGINES. 



281 



(Ho Hodel.) 



« No. ^6.832. 



2 SbeetB— Sheet 1, 
T. H. MoCRAY. 
Boad Engine. 

Patented Jan. 18, 1881. 




Wiinesses 






(No Hodel.) 



No. 236,832. 



2 Slieeto— oueet 3. 



T. H. MoORAY. 
Roa(i Engine. 

Patented Jan. 18, 1881. 




» 










J^ 


1 


^•' 


l« 


( 'Ril 










■«) 










Iiivenliti- 



(Ho Mdlel.) 



No. 237,978. 



E. HOXSIE. 
Traction Engine. 



Patented Teb. 22, 1881. 



JFV-^ 




X^t' U CrTjtcTT^: 



No. 239,432. 



^ J Slioeti— Sheet I 

A. BOLLEE. 
Traction Engine. 

Patented March 29,1891. 




y^. j^. iia~-^ 



'•^<^Sf:0»?u*~>A fitti ■ 



282 



TRACTION ENGINES 



t Sbeetfl— Sbeot 2. 



No. 139,432. 



A. bollI:e. 

Traotion Engine. 

Patented March 29, 1881. 




3 6beetfl'-She«t 3. 



No. 239,432.. 



A. BOLL^E. 
Traotion Engine. 

Patented March 29,1881. 
















CIo Model.) 



A. 0, FEICK. 

STEERING SEAR FOE KOAD ENGINES. 



No. 243,880. 



Patented July 5, 1881. 



(No Model.) 



No. 243,881. 



3 ShOBtfi— Sbeot 1. 



A. 0. FEICK. 

BOAB ENGINE. 



PatentedJuly 5, 1881. 




WITtlESSES: 



IKVENTOB: 




ATTOiffllTS. 



■ -^ &- — - 






TRACTION ENGINES. 



283 



(No Uodel.) 



No. 243,881. 



3 Sbeeta— Sheet ?. 



A. 0, FRICK. 

BOAO ENGINE. 



Patented July 5. 1881. 



.F^.Z. 




^iff--3. 













(No Uodel.) 



No. 243,881. 



3 Sheets— sheet 3. 



A. 0. FRICK. 

ROAD ENGINE. 



Patented July 5, 1881. 



jrpff.4. 



^& 










(Ho HodeU 



No. 244,117. 



? Sbttets— Sheet 1. 



t SheetB— Sbeet t. 



A. H. ELFEB.S. 

STEAM WAGON. 



A. H. ELFERS. 
STEAM WAGON. 



Patented July 12,1881. 



No. 2.44,117. 



Patented July 12, 1681, 




-^^■3. 




Xrif- *■ 



J'^^-^ 







284 



TRACTION ENGINES 



No. 246,841 



z aoeets — tibeet 1. 

F. F. LANDIS. 

TiAOTION ENSINE. 

Patented Aug, 16,1881. 



JFigU. 







^1 toji:/!. ey. 



i.Ho Model.) 



No. 246,841. 



2 Sbeets— Sti«>et 2 

F. F. LANBIS. 

THAOTION EN8IKE. 

Patented Aug. 16, 188' 










■Xy 



'^^-toj'j^Qy. 



F.F, LANDIS. ^^'-'-«'-". 

TRACTION ENGINE. 

[fo. 246,019. Patented Aug. 23, 1881. 



(Model.) 2 Sheets— Sheet 2. 

F. F. LANDIS. 

TRACTION ENGINE. 

No. 246,019. Patented Aug. 23, 1881. 





::wi,ff-4^ 













-«y 



■5S~l^OJrjrx. e.y. 



TRACTION ENGINES 



285 



(fio Model.) 4 SbeetB— Sbeet 1. 

J. WESTINGHOUSE, S. MOORE & H. H. WESTINGHOTJSE. 

TEACTIOJf EN9INE. 

No. 247,723. Patented S^Jt. 27, 1881, 




l-lrvTle>lS/0T6. 

Sjieuiertnoore f 
HH.Ureslvtijh.ou8e. I| 



(«o Hoilon 4 SlmetB— BBeot 2. 

J. WESTINGHOUSE, S. MOOEE & H. H. WESTINGHOUSE. 

TBAOTION EN8IKE. 

No. 247,723. Patented Sept. 27, 1881. 




■UJ-tV^esses. 

) SjiencerlnooTe /i^jCz-.^^'tCf-. 
> HH UTeati'nu'komft ja3m, 



(No Uodel.} 4 Sbeets— Sheet 3. 

J. WESTINGHOUSE, S. MOOEE & H, H. WESTINGHOUSE. 

iHAOTION ENSINE. 
No. 247,723." Patented Sept. 27, 1881. 



(Bo Model.) 4 SUeets— Sbeet 4. 

J. WESTINGHOUSE, i^ MOOEE & H. H. WESTINGHOUSE. 

TBAOTiaU ENGINE. 

No. 247,723. Patented Sept. 27,"1881. 




XJvVft-esjis 



iTvOeM^rs. 
3o'Vav!liIastvtv^'W>u.6£ 
^Tuen-ccr'tTVoore 
HH.lUesx.T-'n.g'h.ous e . 







JoVvvvUIeiW^i'lvous c 
SjitnceTUiMTe 
HH.WesUnjUoiise. 

Jltiys 



286 



TRACTION ENGINES. 



(No Model.) 



Wo. 248,235. 



E. B. TOWL. 
ROAD WAGON. 



Patented Oot. 11,1881. 




^'^"^'^^ft^ 



(Ho Model.) .„„„„„„ 4Slieets-3l!e8t 1. 

B. S. BENSOK. 

TBAOTION EBaiFE. 

No. 249,451. Patented Nov. 15, 1881. 




!iz^^z«^ 



^ t^-^-TiSr/^-.^ji^-A^ 



--"^O-i/^ 



'cCCl^imj*^ 



(Ho Model.) 4 Bheats— Skeet 2. 

B. S. BENSON, 

' TEAOTION ENBINE. 

No. 249,451. Patented Not. 15,1881. 



(No Model.) 



No. 249,451. 



4 SLeets— Sheet 3. 

B. S. BENSON. 

TEAOTION ENGINE. 

Patented Nov. 15,1881. 





'.^2.^:77*^^ 



':ra:L^pi-.~ArC^ 



y^^d>^/^ziiL 



cUcA^^jt^^ 




^ >,^'if;x:iLSS~)p^~^''f^ 



•Jc^^W^ 



L^^iC^k-tM^'O 



TRACTION ENGINES 



No. 249,451. 



4 Sheets— Sheet 4 

B. S. BENSON. 

TRACTION ENBINI. 

Patented Noy. 15,1881. 






riors . 



7«' 





WITNE:55E5- 



INVEMTDR. 



287 



2 Sheete— Sheet 1. 



No. 260,056. 



E. B. CHEITTON. 

TSAOTION ENBIHi:. 

Patented Nov. 29, 1881. 



JvK3. 







^^iMoael.J 2 Sheete— Sheet 2. 

E. B. CHEITTON. 

TSAOTION ENGINE. 

No. 250,055. Patented Not. 29,1881. 




(lo Hodel.) 



No. 250,955. 



F. OGDEN. 

OEAR FOR TRAOIION EK9INES. 



2 Bh»6ts — Sheet 1. 



Patented Deo. 13,1881. 
















288 



TRACTION ENGINES. 



(Mo Uodel.) 



2 bh'seta— stipi't i 



F. OGDEN. 

SEAR POR TRACTIOH ENOINES. 

1^0.260,966. Patented Beo. 13,1881. 







■ fit^ Atbitnei 






(Ho HDdel ) 



2 Sheetfl— Sboet 1. 



F. F. LANDIS. 

COMPENSATING GEAR POE ROAD ENQINES. 

No. 252,044. Patented Jan. 10, 1882. 




Fiff^.B. 




V^, JyTverrLcrr: 



(No Hodel.) 



2 Shaets— Sheet'2 



F. R LANDIS. 

COMPENSATING GEAR POR ROAD ENGINES. 

No. 262',044. Patented Jan. 10,1882: 



(No Hodel.) 



No. 252,720. 



,H. H. BRIDENTHAL. 

ROAD ENGINE. 

Patented Jan. 24,1882. 



J'iff. 6 . 







Jb^-v enX- cr3~: 




N 

e 






JrH^^Tttoj*- 



TRACTION ENGINES. 



289 



do Model J 3 Sheets— Sheet a 

H. H. BBIBENTHAL. 

ROAD ENSINE. 

No. 252T720. Patented Jan, 24, 1882~! 



(Ro Bodel.) s Sheoti— Steet 3 

H. H. BRIDENTHAL. 

SOAD ER9INE. 

No. 262,720. Patented Jan. 24, 1882. 




ris-7 



Fig.Z 





M 


-■^-^ ^ — 


^s^ 






^m 


^^-=^. 


^^^^-^rg^ 


^ 


w 


E-^ 


fcjli 




^"^ 


TT^ 





Xi9-4 









Xjirv^nto 



(No Model.) 3 Slieets— Sheet 1. 

J. H. ELWAB.D. 

TSAOIION BBfllKE. 

No. 253,023, Patented Jan. 31,1882.- 



(So Model.) 3 Sbeets— Sbeet 2 

J. H. ELWARD. 

TEAOTION ENSINE. 

No. 253,023. Patented Jan. 31, 1882. 




dtt 





-1—2— J£- 

si 

i \. 












J'ni/e.rtlof 



^^^i, * 






290 



TRACTION ENGINES 



(Ho Model.] 



No. 253,023. 



3 Sheets— Sbeet 3 

J. H. ELWAED. 

TRAOTIOH ENOINE. 

Patented Jan. 31,1882. 



(No M'..icl ) SSbeeti— Sheet 1. 

H. N, LAND & H. CAMPBELL. 

TRACTION ENGINE 

No. 254,223 Patented Peb.. 28, 1882 



^'3^. 







^rvve.riZor': 







^ ^^ 






2 Sheets— Sieet 2. 



(No Mode!) 

•H. N. LAND & H. CAMPBELL. 

TEAOTION ENGINE. 

No. 254,223. • Patented Feb. 28,1882. 



(No Model.) 



No. 256,120. 



R. p. BEYSON. 

ROAD tOOOMOTIVE. 

Patented Apr. 11,1882. 




-^-^ 







^^^^ 




TRACTION ENGINES 



291 



No. 256,993. 



A. 0. FEICK. 

IBAOTIOH EN8INE. 

Patented Apr. 26, 1882. 




T 



n WJESTOE; 



No. 258,401. 



A. 0. FRICK. 

TSACTIOH EHQIBE. 

Patented May 23, 1882. 




ATTOEKETS. 



No. 258,401. 



A. 0. FEICK. ^S.eets-S.eet2. 

TBAOTION ENSINE. 

Patented May 23, 1882. 



No. 258,401. 




4 3heetE— Sbeet 3 

A. 0. FEICK. 

lEAOTIOH EHSIHT:. 

Patented May 23, 1882. 



-^^^ 




^c^.3. 



wmressEa: 



nmatTOE; 

ATTOBRriS. 




WITNESSES: 



^^M^^'^^^^ Aj y>-: X' 



^HTESTOE: 



ATTOENETB. 



Z9% 



TRACTION ENGINES. 



4 Sheets— Sbeet 4. 

A. 0. PRICK. 

TR40TI0N ENOINE. 

Patented May 23, 1882. 




i Sheets— Sheet 1. 

E. J". TAYLOR. 

TEAOTION ENGINE. 

Patented May 30, 1882. 



1 — ■ — -:> < — -y^ < :3 



nrVESTOE; 






ATTOENEYa. 




Attest 



'J^ir.3. 



IlwerHor- 



No. 258,683. 



T, T ^,^,^^ 2 Sheets-Sheet 2. 

E. J. TAYLOR. 

TRACTION ENGINE. 

Patented May 30, 1882. 



No. 259,600. 



3 Sheets— Sheet 1. 

J. V. STRIBLINa. 

TEAOIION ENGINE. 

Patented Jnne 13, 1882. 





rig. 2. 










' .itforltflis 



TRACTION ENGINES 



293 



No. 259,600, 



3 Sheets— Sheet ^ 
J. T. STEIBLING. 

TKAOTION EKOINE. 

Patented June 13, 1882. 




WITJ^ESSES 



IN'rENTOK 






(No Model.) 



No. 259,600. 



J. V. STRIBLIN&. 

TEAOTION BNOINE. 

Patented June"13, 1882. 
Fie: tl 



.1 \ I 
o 




FiglZ 




Wi 






No. 259.814. 



4 Sheets— Sbeet l. 

N. W. BTJSHNELL. 

TBAOIION BNaiNE. 

Patented June 20, 1882. 



(No Model.) 4 Sheets— Slieet 2. 

N. W. BFSHNELL. 

TBAOIIOir ENQINE, 

No. 269,81'' Patented June 20, 1882. 







-^^^■<Z4,.^ 




'^'^J^^Jj^Wjw.dOJ*- 



— -y^ei: 



y?ffe^ 






294 



TRACTION ENGINES 



4 Sheets— Sheet i 

N. W. BirSHNELL. 

TEAOTIOlf EQUINE. 

Patented June 20, 1882. 




(Ke Model ) 



No. 259,814 



„ „ _„„„„_, 4 Sheete— Sheet 4. 

N. W. BUSHNELL. 

TBAOTIOH EN8INE. 

Patented June 20, 1882. 



^.oT 







CTt'Z^^C^^Z't-tTr', 



Z5i.»v;w9r^ 






'^>'i4)4iv9i\v.do*>. 



n^y. 



tJ^ 



(KeUodel.). 



No. 260,598. 



J, A. MILLER. 

TRAOTION ENOINE. 

Patented July 4, 1882. 



(No Model.) 



•I Sheets— Sheet 1 



D. LIPPT & J. HUGHES. 

TEAOTION ENOINE. 

No. 261,005. Patented July 11, 1882. 





INVERTOE;^ 



yYiine$^»ff; 



ATTORNEYS. 









TRACTION ENGINES. 



295 



(No Model.) 



2 Sbeets— Sheet 2. 



D. LIPPY & J. HUGHES. 

TRACTION ENGINE. 

No. 261,005. Patented July 11, 1882. 



nq.3 . 




ftiinfisses; 



^ Inventcr^ 






No. 262,894. 



G. H. HELTET. 

TRACTION ENOINE. 

Patented Aug. 16, 1882. 




/^e:-^ 



If/TMESSES: 






ATTORNEY 



(Ho Model.) on-Sheet 1. 

A. 0. FBIOK. 

TEAOIION ENGINE. 

No. 263,169. Patented Aug. 22, 1882. 



2 Sheets— Sheet 2. 




No. 263,169. 






A. 0. FEICK. 

TRACTION EN9INE. 

Patented Aug. 22, 1882. 



INVENTOR: 







296 



TRACT /ON ENGJNES 



(Ho Model.) 



No. 264,191. 



J. E. MUSTARD. 

TRACTION ENBINE. 

Patented Sept. 12, 1882. 




lJfV£J/TOR. 






^LmuA'MmG^nl^ 



(No Model.) 

T. F. & A. L. WILSON. 

DEVICE FOE LEVELINB BOILERS OF ROAD ENQIITES. 

No. 284,600. Patented Sept. 19, 1882. 











G. H. HELVET. 

IRAOTION EN8INE. 



No. 266,499. 



Patented Oot. 3, 1882, 



(No Uodel.) 

A. J, HOAG & J. A. DREW. 

TRACTION ENGINE. 

No. 265,809. Patented Oot. 10, -1882. 



ficJ 




ZHff.2. 



ENTOR 










Ai^oRrter. 






ii2--^iio>'--^.^ 



TRACTION ENGINES 



297 



No, 266,343. 



3 SheotB— Sbeet 1 

E. M, BIBDSALL. 

TRAOTIOH EHalNE. 

Fateated Oot. 24, 1882. 




jViiziesses: 



TnVentozr : 



JSdffar M JSinisa.lt. 
Su Aij JlttorntJ/J 



/^=t^^i.*'**<-. ''"KjfC'fcc**-^ (i^^A^^ 



No. 266,343 



3 Sheets— Sbeet '. 

E. M. BIRDSALL. 

TEACTION EUaiNB. 

Patei^^J^j^4, 1882. 
Ftq.,2,. 




Wiinesses : 




Jhvenior : 



jSli^ar JId. jBirc/sall 



/^^^«i.-,^,:^,^''^J64iU/', *y^2^ 



(Ho Uodel.) 



Ko. 266,343. 



3 Sheets—Sheot 3. 

E. M, BIRDSALL. 

TEAOTION ENSIHE. 

Patented Oot. 24, 1882. 



(Ho Model.) 



No. 266,456. 



A. 0. PRICK. 

TRACTION ENSIHE. 

Patented Oot. 24, 1882. 



Fig., 3. 




JViinesses : 



ZnVeritor : 







^f^ ' . ISTENTOB 



nroraoBt 



^^kijt^^^t^'-i^,j¥!!itJU^^.''^^ef^<- I 



i 'M^ -s^^t^^t^^. 



ATTOBNEYS 



298 



TRACTION ENGINES. 



Ho. 266,698. 



4 3heete~abeet 1. 

F. F. LANDIS. 

TRACTION EHOINE. 

Patented Oct, 31, 1882. 










ccT-i^-t-cy- 



(No Model.) 


_ _ 4 Sboete— Sheet 2 

F. F. LANDIS. 




TEAOTION EHGINE. 


No. 266,698. 


Patented Oot. 31, 1882. 


jTigr^. 


^^-^"^1^^^^^^ 




Ififf.S 




No. 266,698. 



4 Sheets— Sbeet 3. 

F. F. LANDIS. 
TEAOTIOK EHOINE. 

Patented Oot. 31, 1882. 



Ttg. 6. 



(No Model.) 



No. 266,698. 



4 Sheets— Sheet 4. 

F. F. LANDIS. 

TBACTION ENOIHE. 

Patented Oot. 31, 1882. 



:Btg.7. 





iH-tes-i 



^^^. 



est : 



'^y^^i'frt, -<t*X~e^^^^^^ 



-^ 







lTtire7^~l err : 



J^-Otc 



hff^-i.Ci:rteiv- 



--TT-tf^. 



TRACTION ENGINES 



299 



(lo Model ) 4 Bbeets— Sheet 1. 

J. C. DEBES. 

TEAOTION EH8IIIE. 

No. 267,405. Patented Nov. 14, 1882. 







By hi* Jlltornt!/. 






"^Wkfc^^Lt/^a^^,^^^ 



(No Mode].) 4 8li«tl«— Sheet 2 

J. C. DEBES. 

TEAOTION iNBINE. 

Ho. 267,405. Patented Nov. 14, 1882. 







By hi.s AttS^nt^/ 



(Ho Model.) 4 Sheets— Stieet 3. 

J. C. DEBES. 

TEAOTION EHMNE. 

No. 267,405. Patented Not. 14, 1882. 



No. 267,406. 



J. C, DEBES. '""'.-S'»et4, 

TEAOTION ENBINE. 

Patented Nov. 14, 1882. 



■^ 
^ 








If.- it ^'7 01: 






. If^YKffTOtt 

Bij hia Attorney, 



tariutj, p. 



300 



TRACTION ENGINES 



No. 26&,648 



J. H. ELWARD. 
IRAOTIOH ENGINE. 

Patented Dec. 5, 1882. 










No. 268,808, 



6 Bueeli— Sheet 1 
F. F. LANDIS. 

TRiOTIOH ENGINE. 

Patented Dec. 12, 1882. 







/^ 



^ -^ c;*^ 



i. ^•^^■<^, 



(Mo Hoael.) S Saeets— Sheet 2. 

F. F. LANDIS. 

TEAOTION EN&INE. 

No. 268.808. Fatenl^ed Deo. 12, 1882. 



(No Uodel.) 6 Sbeets— Sheet 3. 

F. F. LANDIS. 

TP.AOTION ENdlNE. 

No. 268,808, Patented Deo. 12, 1882. 







re 

Si 

O 







THTtUTO-B., 



^f. 



JA€^^. 






vnoimiv. 



TRACTION ENGINES 



30I 



(Bo Model.) S stiaetB— Steel 4. 

F. F. LANDIS. 
TEAOTIOH SSBINE. 

No. 268,808. , Patented Deo. 12. 1882. 







wno'B.W*- 



No. 268,808 



F.F. LANDIS. es.o...-,t..t6. 

TRACTION ENIJINE. 

Patented Deo. 12, 1882. 




lil !!!__^jjjiH 




■e^ Jo. X/^'^' 






(10 Model.) „ „ , „_ • BteeH— Sheet 6. 

F. F. LANDIS. 

TEAOTIOIf ESailfB. 

No. 268,808. Patented Deo. 12, 1882. 



(Ho Model.) 2 Sheets— Sheet I. 

B. YOCH. 

TEAOTION EN9INE. 

No. 269,466. Patented Deo. 19, 1882. 




-By 




i&~t^ej*n.a3n> 






Tnwyi iA»:p> 









302 



TRACTION ENGINES. 



No. 269,496 



„ _ _ 2 Sheets— Sheet 2 

B. TOOH. 

TEAOTION EN8IHE. 

rJE^tented Deo. 19, 1882. 










(NoMnilBl) 2 Sheeti— Shefcl 1. 

E, J. TAYLOR. & C. L. PAGENHART, 

EOAD ENGINE. 

No. 270,999. Patented Jan, 23, 1883. 










(No Model.) 2 Sheets— Sheet 2, 

E. J. TAYLOR. & C, L. PAGENHART. 

BOAD ENSINE. 

No. 270,999. PatsEted Jan. 23, 1883. 



(No Moilel.) 



No. 271,343. 



P. H. LOUD. 

TRACTION ENGINE. 

Patented Jan. 30, 1883. 











INl^ENTOR 



TRACTION ENGINES 



303 



Ho. 271,464. 



' Sheets— Sheet 1 

E. HDBER. 

TRACTION ENGINE. 

Patented Jan. 30. 1883. 










No. 271,464. 



„ „„« „ JSheets— Sheet 2 

E. HUBER. 

TRACTION ENGINE. 

Patented Jan. 30, 1883. 

•8 







// 



^^C«Ti<£^. 






(Ko Model.) 



Ko. 271,464. 



i sheets— Sheet ;). 

E. HUBEE. 

TRACTION ENGINE. 

Patented Jan. 30, 1883. 



(Hd Model.) 



8 Sheets— Sheet 1. 







•Ti^e^ixeiS . 



^■i^re^^ 






D. LIP?Y & J. HUGHES. 

TBACTION ENGINE. 

No. 272,447. Patented Peb, 20, 1883. 



S^.d. 







QQ ^ nJ^irCLyx...^^^-<u.^ 






304 



TRACTION ENGINES 



(No Model.) 



r aiiepts— Sheftt ; 



L. LIPPY & J, HUGHES. 

TRACTION ENGINE. 

No. 272,447, Patented Feb. 20, 1883. 










&^ierM£:^ 



No. 272,670. 



2 Sheets— Sheet 1 . 

J. H. ELWAED. 
THACTION ENGINE. 

Patented Feb. 20, 1B83. 



J 



A 







■-^ M<nj^ (ju^a^ et^iy^t^ uic>14 



No. 272,670. 



2 Sheets— Sheet 2. 

J. H. ELWAED. 

TRACTION ENGINE. 

Patented Feb. 20, 1883. 



tHo Model.) 4 Sheets-Sheet 1. 

C. D. MONNOT. 

TRACTION BN9INE. 

No. 272,743. Patented Feb. 20, 1883. 




Jlf€ V C /tZ>^ .- 










TRACTION ENGINES 



305 



(No Model.) 4 Sbeets— Sheet 2. 

C. D. MONNOT. 

TRACTION EN8IHE. 

No. 272,743. Patented Teh. 20, 1883. 







;no MoaoL.)' 



No. 272,743. 



4 Sheets— Sheet 3 

0. D. MCNNOT. 

TEAOTIOH EN8INE. 

Patented Feb. 20, 1883. 



■-S -3 










No. 272,743. 



4 Sheets— Sheet 4. 

CD. MONNOT. 

TEAOTION ENSIHE. 

Patented Feb. 20, 1883. 



(Ko Kodel.) 



No. 273,396. 



W. N. EUMELY. 

lOAD ENBIHE. 

Patented Mar. 6, 1883. 





Q/J^J- 







,an<Uriu^o^ f^ii^^. 



Xf>. 






306 



TRACT/ON ENGINES 



(So Model.) 2 Sbeets-SlieSt 1. 

A. 0, FRICK & W. H. SNTDEE. 

EOAD ENSINE. 

No. 273,978, Patented Mar. 13, 1883. 




WITNESSES! 



jKPHTOE: 



AITOENETS. 



1^" M»'ic:.) 2 Sheets-Jheet 2. 

A. 0. FRICK & W. H. SNYDEE. 

EOAD ENaiSE. 

No. 273,978. Patented Mar. 13, 1883. 




ATTOINHTS. 



(Ho Uodel.) 



No. 274,024. 



F. D. PIERCE. 

EOAD ENBINE. 

fatonted Mar. 13, 1883. 



(Ho Model.) 

W. H. SNYDEE & A. 0. FRICK, 

TRACTION ENSINE. 

No. 275,279, Patented Adp. 3, 1883. 




^'y 



<x/ 



-^'^A 





wmressES; 






f^- 



INVENTOH : 



ATTORNEYS. 



TRACTION ENGINES. 



307 



(Ho Model.) 2 Sbeets— Sheet 1. 

I. G. KIDEK, W. H. SNTDEE, & A. 0. PRICK. 

TRAOIIOH ENGINE. 

No. 277,784. Patented May 15, 1883. 







, , ,, DTTENTOK: 



(Ko Model.) 2 SheetB— Sheet a. 

I. G. RIDEB, W. H. SNYDER, & A. 0. PRICK. 

TBAOTION EN8INE. 

No. 277,784. Patented May 15, 1883. 



WITNISSES; 

fo d^<J Z^O^^ lJ^^A~^ 
<^-f ' 







(Hodel.) 

LA FAYETTE LILLAED. 

TRACTION ENaiNE. 

No. 278,154. Patented May 22, 1883. 

.1 sv 



2 Sheets— Sheet i 

J. H. ELWAED. 

TRAOTION ENSINE. 

PatentedJune 26, 1883. 








~77't Yrt. e- J- J- e J* / 






303 



TRACTION ENGINES. 



No. 279,925. 



2 Sheotl— Sheet 2. 

J. H. ELWARD. 

TRACTION EUalNE. 

Patented June 26, 1883. 




^yi-tlze ss e s : 



_IZ»^ V e /^^W- 









(No Medel.) 



W. N. RUMELY. 

TRACTION ENGINE. 

Patented July 3, 1883. 




U>i^t^yi.i,4.^x^ \ 



^yh'ijv^ynJte^ , 






^^ttttZ 



(»o Hodel.) 3 SheeU-SSeot 1, 

L. E. BANDELIER. 

TEAOTION ENOINB. 

No. 280,999. Patented Jnly 10, 1883.. 



(No Model.). 3 Sheets— Sbeet 2 

L. E. BANDELIER. 

TRACTION ENGINE. 

No. 280,999. Patented July 10, 1883. 




^a^'yieCtiuL^ 



"'-'k^.^F^ 



ATTORNEYS. 




WrTNEaSES! 

-^-^ 



INVENTOR ; 



TRACTION ENGINES 



309 



3 Sheets— Sheet ; 



No. 280,999. 



L. E. BANDELIEE. 

TRACTION ENOINI. 

Patented July 10, 1883. 



J^.J 




j2rif.i 







nfVENTOE 

BY Mci.^.^.^ 

ATTORNITS. 



No. 281, &13. 



A. 0. WILLSON. 

TRACTION ENGINE. 

Patented July 24, 1883. 



JB'ta.±. 




JutUUA^tfi^r- 
ATTOKNEIS. 



No. 282,197. 



N. JACKSON. 
TEAOTIDN EN8INE. 

Patented July 31, 1883. 




(No MoHei,, 2 Sheen— Steel 1. 

E. S. ANGELL. 

TRACTION ENOINE. 

Wo, 282,944. Patented Aug. 14, 1883. 



yi^j?. ^ ,y&-^' 




WITNESSES: 



BY Mbuu^t^^ 
ATMRSEra. 







IXVE^fTOH 






310 



TRACTION ENGINES 



(Mo HodeiJ 2 Sheets— Sbeot 2. 

E. S. ANGELL. 

TEAOTION ENGINE. 

So. 282,944. Patented Aug. 14, 1883. 




-■5y-*" 





1/ ATTORN EV 



(No Model.) 



No. 284,238. 



W. N. EUMELY. 

TEAOIION EN(3INE. 

Patented Sept. 4, 1883. 








(wnAMyyiXo^i 






c. E. sweet; 

ROAD ENGINE, 
No, 284,147, P^l^ented Aug. 28, 1883. 



y^g 




-?V.?- 



^at^^y Ciu^&ie£^ 



^ tVM'CMMyt'C/i^ ^ 



nrVENTOS: 
ATTOEHEYS, 



No. 284,676. 



W. N, EUMELY. 

TEAOTION ENGINE. 

Patented Sept. 11, 1883. 




"AjC^ £l-'W^*-»T-t^ 



TRACTION ENGINES. 



311 



No. 286,313. 



3 Sheets— Sheet . 
F, F. LANDIS. 

TEACIION ENGINE. 

Patented Oct. 9, 1883. 







No. 286,313. 



-3 Slieels-Slieet 2, 

F. F. LANDIS, 
THACTIOH ENBINE. 

Patented Oct. 9, 1883. 







No. 286,313. 



Tig U 



3 Sbeets— Sbeet 3. 
P. P. LANDIS. 

TRACTION ENGINE. 

Patented Oct. 9, 1883. 



No. 286,906. 



2 Sheets— Sbeet 1. 

W. A. CLARKE. 

TSAOTION ENGINE. 

Pa*.ented Got. 16, 1883. 







-F" 










3IZ 



TRACTION ENGINES. 



No. 286,906. 



2 SheelB— Steet 2. 

W. A. CLAEKE. 

TRACTION ENBINE. 

Patented Oot. 16, 1883. 




CZ^U 




jrv^. 







(fMU^U^^^^^anJi. 



-ty 



(HO uoaei.! ~ . ,_,-_„,_ 

E. W. AITKEN. 

BBAKE FOB TEAOTION ENfllNES. 

No. 288,753. Patented Not. 20, 1883. 



&. A. THODE. 

TRACTION ENGINE. 

Patented Oct. 30, 1883. 




i^^a. 




WmiESSES: 



JS! 



nrVENTORi 
BY JJmk^ o'IS-, 



ITTOEKEYS. 



(Ro Model.) 



J. E. BIECH. 

TEAOTION EasINE. 

Patented Nov. 20, 1883. 



j^-iy-^ 



J^-i.^,^. 











niTENTOB; 
ATTORNEYS. 



TRACTION FNGINF^ 



313 



No. 291,075. 



W. S. owiNas. 

TaAOTION ENGINE. 

Patented Jan. 1, 1884. 




-E.o,.l. 



WITNESSES 



Jz^^^A^^ IWYEMTDH 
"j^tmint y^'^ ATTORNEYS 



(No Uodel.) 2 Sbeets— Sheet 1. 

H. M.-COEMACK. 

TEAOTION ENSINE. 

No. 291,300. Patented Jan. 1, 1884. 










No. 291,300. 



2 Sbeets— Sheet 2. 

H. M. COEMACK. 

TEAOTION ENaiNE. 

Patented Jan, 1, 1884. 



(No Model.) 

C. J. LEACH & A. OLDS, 

TKAOTION ENSINE. 

No. 292,924. Patented Feb. 5, 1884. 




jf^.J. 










4 



314 



TRACTION ENGINES. 



(No Xodsl.) 



3 Sheets— Sheet 2. 



C. J. LEACH & A. OLDS. 

TKAOTION ENGINE, 

No. 292,924. Patented Feb. 5, 1884. 




Sj.. A 



1 


m ■' ^ 


^^ 


















^ 1 


P 




cr- 




1 




x: 


Es: 




,E 


_zr.' 




























^^^ 












Ub^ 






VOk.^s.j 






(No l(od«l > 2 Sheete— Sheet 1 

J. F. PALMEE. 

TBAOTION SNOINE. 

No. 293,065. Patented Feb. 5, 1884. 




oj 



^^^ 




'~ & tfffa/jLortJi , 






(Ko Model.) 2 Sheen— Sheet 2, 

J. F. PALMEE. 

TBAOTION EHOINE. 

No. 293,065. Patented Feb. 5, 1884. 



No. 293,066. 



J. F. PALMEE. 

TRAOTION ENOIHE. 

Patented Feb. 5, 1884. 





S^.z. 
















TRACTION ENGINES 



3/S 



(Ho Mod«I.) 



No. 293,067. 



J. F. PALMEE. 

IRAOTION ENOIRE. 

Patented Feb, 5, 1884. 




r \ 



y 




y ^- o. ^j^r^'xt- 






J^ftnOvj^ ^. ^a/za/t^ 









/Ho Model.) 

F. F. LANDIS. 

TEAOTION EH&INE BEAEIN&. 

No. 294.793. Patented Mar. 11, 1884. 



ZE'vg.S: 



(No Uodel.l 



2 Sheets— Sbeot I. 



F. F. LANDIS. 

TRAOTION ENQIKE BEABINQ. 
No. 294.793. Patented Mar. 11. 1884. 




INVENTOB 



Z SheetB— Sbeet 2. 



) Sheets— Sheet 1. 



No. 294.794, 



F. F. LANDIS. 

TEAOTION ENGINE. 

Patented Mar. 11, 1884. 





ze^ig.6. 




^(%/vu7xJ 



INVENTOR 

fey O.Ej, ynoAiim/ 

Attorney 




INY^NTOIR 

tOrrnty 



316 



TRACTION ENGINES 



No. 294,794. 



3 Sbeets-rSbeet 2. 

F. F. LANDIS. 

TRACTION EHOINE. 

Patented Mar. 11, 1884. 



No. 294,794. 




_ .1 Stieeti— Sheet 3, 

F. F. LANDIS. 

TRACTION ENGINE. 

Patented Mar. 11, 1884. 

LT^^lff 6. 



j^ wvF.tnoR 

by OC /y^ojcv, 
Atiorney 




WITNESSES 



INVENTOR 

by &.6/7lai,iim. 



No. 294,877. 



2 Sheets—Sheet 1. 
S. E. JAEYIS. 

TRACTION ENGINE. 

Patented Mar. 11, 1884. 



2 Sheets— Sheet 2 



No. 294,877. 



S. E. JAETIS. 

TRACTION ENGINE. 

Patented Mar. 11, 18 





r^^ 






r^< 



I /tyert'tor' 
3^ ^^/J^'^^ftf . , 






.J?tty 



TRACTION ENGINES 



317 



(No Model) i) Sbeeta— Sboet 

L, C, TABBE.. 

TSACTION ENSINE. 

No. 294,930. Patented Mar. 11, 1884. 




No. 294,930. 



2 SbeetB— 3heel 

L C. TABEK. 

TUAOTION EN8IHE. 

Patented Mar. 11. 1884. 



At test 



-NVENTDR — 




r\T TE.5T — 



^JLM,.^Ui.f^^- 



No. 296,998. 



2 Sbeots— Sheet 1. 

e. F. PAGE. 

ROAD ENfllNE. 

Patented Apr. 15, 1884. 



F-IB I- 




(No Model.) 2 SSeatB— Sheet 2. 

G. F. PAGE. 

BOAS ENBINE. 

No. 296,998. . Patented Apr. 15, 1884. 

-I^IIS 17"- 



IIIIIdllllJIII^IOIII^IIII^Iill^'felii'dllF T 






3 "f^^ 



dOy , 






- iNv-^Ni-r ggL- 






.Sa^ 



3/8 



TRACTION ENGINES. 



(No Model. 



2 ShedCs— 3beet . 



A. P. BEOOMELL. 

STEERINO GEAR FOR TEAOTION ENUIKES. 

No. 298,169. Patented May 6, 1884. 




' '(f'ifi^f^yi/ CXc^-^^^g/!^ 



INVENTOR: 

BY sMAMaaa^ ^Of. 
ATTOENETS. 



(HO Moaoi.i 2 Sheet!— SUeet 2, 

A. P. 'BEOOMELL. 

STEERING BEAR FOR TBAOTION ENGINES. 
No. 298,169. Patented May 6, 1884. 



^ J 



^ 




^^'"J^"^- 







nVENTORf 
BY JiluM^i^ — 



ATTOENETS. 



No. 299,427. 



■$7i> 



W. L. SHEPHERD. 

TRACTION ENGINE. ' 

Patented May 27, 1884. 



No. 299,484. 



' 2 Sbeets— Sheet 1 

H. B. LARZELEEE. 

PORTABLE ENGINE. 

Patented May 27, 1884. 



\~^-' 



^ 



^ 1 1 














(aJ/Twt/wWf.' 



TRACTION ENGINES 



319 



(lo Model,; 



No. 299,484. 



TT ,« » .,»»*.. 2 sheetB— 8hB$t 2 

H. B. LAEZELEEE. 

FOBTABLE ENGINE. 

Patented Hay 27, 1884 



Fidz 










(No Xoael.) 



No. 300,271. 



H. B. LAEZELEEE. 

TBAOTIOR ENSINE 

Patented Jane 10, 1884. 










'3/..v/v.t/yvCr^ 



iiiiatiti.) 



No. 300,869. 



(Ko Hodel.) 



•TTo. 300,397. 



F, W, EOBINSON. 

THAOTION ENOINE. 

Patented June 17, 1884. 



H. H. HUDSON. 

TBAOIION ENaiNE. 

Patented June 24, 1884. 



»-. TW. 








JUivenioc 



JUest 



ir<~ 






320 



TRACTION ENGINES. 



(No Model) 

E. PENNEY & W. H. SNYDER. 

TRACTIOK ENGINE. 

No. 301,829 _ Patented July 8, 1884. 



^cy.J 




No. 302,153 



3 Sheets— Sbeec I 

B. F MOHE. 
TBAOTION ENHNE. 

Pifented July 15, 1884. 




'rmiOiEYB. 



x<o. 302,153 



3 Sheets— Sheet 2 

B. F. MOHE. 

lEAOTION EH8INE. 

Patented Jjilj 15, 1884. 




No. 302,153. 



3 Sheets— Sheet 3. 
B. F. MOHE. 

TEACTION ENGINE. 

Patented Jnly 15, 1884. 




WITNESSES; 






TRACTION ENGINES. 



321 



Wo. 302,841. 



4 .Siieet*— She^t L 

A. H. HAFLEY. 

TRACTION ENBINi;. 

Patented July 29, 1884. 




(WITNESSED X 






^-~ .ATTORNEYS 



No. 302,841. 



. „ „ _ 4 Sheets— Sheet 2 

4. H. HAFLEY. 

TBACTION ENOINE. 

Patented July 29, 1834. 







= ...ENTC^ 

^- ATTORNEYS 



(Ho Model.) 



No. 302,841. 



A. H. HAFLEY. * '^-'-Bheet 3 

TBAOTIOir ENGINE. 

Patented July 29, 1884. 



No. 302.841. 



4 Sneeis— Sheei 4 

A. H. HAFLEY. 

THAOTION ENGINE. 

Patented July 29, 1884. 



l)^fe«Xi)^ 




l/^'3^-ai:i^.. -sss 



, INVENTOR 










322 



TRACTION FNGINES 



No. 303,497. 



„ ^ Sheets- Sheft 

H. DECKMANN. 

TBACTION ENUINE.. 

Patented Aug. 12, 1884. 




=;^<==: 




^ W1T^^ESSES 



lJ\'-VEJVTOri 



Jittoriici/3 



4 Sheets— Slieet 2. 
H, DECKMANN. 

TRACTION EN8INE. 

Patented Aug. 12. 1884. 




^..£., 



S^ 



O-^flyC^y^ 



iy (3a^>^-.^^ 



Atlornty 



4 Sheets-iilieei 4. 

H. DECKMANN. 

TRACTION ENGINE. 

Patented Aug. 12, 1884. 



INo Model.) 4 Sheets— Sheet i 

H. DECKMANN. 

TRACTION ENBINE. 

No. 303,497. Patented Aug, 12, 1884. 



No. 303,497. 






1 H"^ 




^^ 




wiirrESSEz 



^^-^, 



a^/OA^. 



^ (i^^Mu3r^ 



Allo'-itct/g 



7^^.^. 




■^:^^^a^iyU^ 



IXVEJ^TOJ! 



TRACTION ENGINES. 



•323 



No. 303,516. 



A. J. HOAS. 
TRACTION EUeiNE. 

Patented Aug. 12, 1884. 







rNo Hodel.) 



No. 303,828. 



F. L. FAIRCHILD 

TEACTIOH ENGINE. 

Patented Aug. 19, 1884' 




r.Tt.esses: 



-^^^^^to^'S^ 






Mo Model. y 3 StieetB— Sbeet 1. 

0. W. KELLY & L. F. DIETER. 

TEAOTION BHGINi;. 

No. 306,403. Patented Oct. 14, 1884. 



'Ko Moilol.) 3 ShBeti— Sheet 2 

0. W. KELLY h L. F. DIETEE. 

TKAOTION ENGINE. 
No. 306,403. Patented Oot. 14, 1884, 

















J^^X^L^ '^—^^M^ 



324 



TRACTION ENGINES 



Ko Mptlell 3 Sheeta— Sheet J, 

0, W. KELLY & h. F. DIETER. 

TEAOTION ENQIHE. 
No. 306,403. Patented Oot. 14, 1884. 










No. 307,265. 



A. P. BEOOMELL. ^ "«"-=■=-" 

TRACTION ENGINE. 

Patented Oot. 28, 1884. 







f^ 



AltOrJlKfl 



No. 307,266. 



A. P. BROOMELL. ^ ^'-'-^'■«' ' 

TRACTION ENGINE. 

Patented Oot. 28, 1884. 



(No Model.) 3 Sheets-SIieet 1 

0. W. KELLY & L. F. DIETER. 

TRACTION ENGINE. 

No. 307,398. Patented Oot. 28, 1884. 








Atiornsy 







SBy i/ceif HHoi'n^ 






TRACTION ENGINES 



325 



0. W, KELLY & L. F. DIETER. 

TUAOTION EN8INB. 

Patented Oct. 28, 1884. 



Ko. 307,398. 







fc II. 'linn "■ _ba,vex\,i.oi'B 



t/ JBy fr/fretf Cl'hiorit.t.y 



GhuU^tUc^/. 



N, J J. & E. JOHNSON. 



'I Sneel:- -Sheet 1- 



Ho. 307,771. 



TSAOTION ENdlNE. 

Patented Nov. 11, 1884, 










iNo M.mIi-J.. 3 SliectF- Sl.cel. 3 

0. W. KELLY & L. F. DIETER 

TRACTION ENGINE. 

No. 307.398. Patented Oct. 28, 1884. 




^Uieai 






e^'^ayy 



J3y ihc'ir CCiUficty 



INd Model.) 



2 Sheets— Sheet 'i 



N., J, J. & E. JOHNSON. 

TRACTION MaiNE. 

No, 307,771. Patented Nov. 11, 1884. 



_S^^ 




I25i7r.j? 



ZSffr^ 




^tPxrrt est us: 



326 



TRACTION ENGINES 



(No Model.) 2 Sh^ptK—'ihBBf 1 

0. W. KELLY & L. P. DIETER """'-5'"' ' 

TRACTION ETOINE, 

No. 310,443. , Patented Jan. 6, 1885. 




lAii-ea-L 



(No ModPl ) 2 SheetB— Bbect 2 

0. W. KELLY & L. F. DIETEE. 



Ko. 310,443. 



TRACTION E»MNE. 

Patented Jan, 6, 1885. 



4^ cy -u2u^'^^^r>fm/ 






?^. 




3i,ijesij A' 



%Z.R< 



U/.^/o^/^^^.^^ ^y^^'"-«'^--j 



iarvv e rxii or s 



ShciUii^tiUt^^ 



(Mo Model.) 2 SieelB-Sheet 1. 

F. W, BOHN. 

IBAOTION EHBINE. 

No. 310,980. Patented Jan. 20, 1885. 



(No Uodel.) 





2 Sbeeta— Sbeet 2. 

F. W. BOHN, 

TRACTIOfT ERQINE. 

Patented Jan. 20, 1885. 





■a^n 









(^UJ^.i^(J.AA.UA^ ^ ^^J^^-^X^ 



''^m- 



TRACTION ENGINES 



327 



No. 311,630, 



F. W. ROBINSON. 

TRACTION ENOINE. 

Patented Feb. 3, 18:^6. 







"^ Jjmvnior. 



J. C. BARKER. 

TRACTION ENGINE. 



No. 312,630 



4 Shfleu— 31eei 1 



ted Feb. 24, 1885. 




Ci.te<riil— ^ 






No. 312,630 



4 Sheets— sttect 2 

J. C. BARKER. 

TRSCTIOH ENOINE. 

K Patented Feb. 24. 1885. 




No. 312,630. 



4 Sbeet8~3heet 3. 

J. C. BARKER. 

TRACTION ENGINE. 

Patented Feb. 24, 1885. 



Fxq.3. 




Fiq.4. 




^cu^^^^'-^ 



miErnon 



C^£ 



328 



TRACTION ENGINES^ 



(No> 


lodel.) 






J. c. 


HARKEE. 


4 s 


leets 


-Sheet 










TRACTION ENOINE. 








Ho. 


312,630 


^V 


S. 




Pate 


ated Feb. 


24, 


1885. 




_?,>.£ 



jU 



^'/J 



I ^^ssv.ssss^sss^ss' 



g?g<'(»;«<(%tf<;«y-'''^'' ' "-'-'-'''-'''^^^a j 



0' ^f 



WTHISSES 



■ C^'-a-.^^^^^ 



, iiminoH 



Allorney 



J. HERSHBERGER. 

TRACTION ENOINE. 
No. 312,633. Patented Feb. 24, 1885. 

Ml!'' ' ' ' IIIIM^> j^ 







(No Model.) 



No. 314,072. 



W. H. SNYDER. 

TEAOTION ENBIHE. 

Patented Mar. 17, 1885. 



No. 314,285, 



2 Sheets— Sheet 1. 

E. S. ANGELL. 

TRACTION ENOINE. 

Patented Mar. 24, 1885. 











(-■' ATTORNEYS. 



TRACTION ENGINES 



329 



2 Sbeets— Sheet i. 

E. S. ANGELL. 

TEAOIIOS EN9INL. 

Patented Mar, 24, 18b6. 




WITNESSES 



^ !2> ^ 



WVENTOR. 
(y ATTOENEYS, 



No, 314,921. 



C, h E, E. EEYIN, 

TSAOTIOK ESOINE. 

Patented Mar. 31, 1885. 




^A7' 




WITNESSES 



3NVENTQRS 



'f^-^ <^-^^.^^^^ 



(ito Model.) 3 steets— Steel 1 

A. GEEIQ, R. H. SHAW k J. WHITTINGHAM. 

TKAOTION ESaiNE. 

Tfo. 316,774. Patented Apr. 28, 1885. 







,No Model.) = Sbeete-Slieet 2. 

A. GEEIG, B, H. SHAW & J. WHITTINGHAM. 

TBAOTION EN8INE, 

No. 316,774. Patented Apr. 28, 1885. 







330 



TRACTION ENGINES. 



(»a Model.) 3 Sheets-slieet 3. 

A. GEEIG, R. H. SHAW & J. WHITTINGHAM. 



THAOTION ENOINE. 



No. 316,774. 



^ 



28, 1885. 













iNo Uodel.) 

H, CAMPBELL 85 H. N. LAND. 

PLATFOEM FOR TEAOTION ENGINES. 

No. 317,722. Pateated May 12, 1885. 











ll4o Model.) 



No. 317,903. 



J. C. WHITE, 

TEAOTION ENOINE. 

Patented May 12, ;885. 



(No Model.) 4Sbeets— Sheet 1. 

G. STRINGEK. 

TEAOTION ENOINE. 

No. 319,344. Patented June 2, I880. 





/^S^/S^^^;&^ 






witnesses 
CjL. C. 



By his Jtittmeyi 



INVENTOR ■ 



TRACTION ENGINES. 



331 



No. 319,344. 



4 SbeatB— Sheet 2 

G. STEINGEE. 

lEACTION ESaiSE. 

Patented June 2, 1885. 




(No Undel.) 4 Sheeti— Sbeet 3. 

G. STRINGER. 

TEAOTION ENSINE. 

No. 319,344. Patented June 2, 1885. 



INVENTOR 
By hij Attomiys 




INVENTOR 
George ^^ifzo'e^ 

hju AUamtys 



(Ho Hodel.) 



No. 319.344. 



4 Stieets— Sbeet 4. 



G. STEINGEE. 

TBAOTIOH EHGIBE. 

t< Patented June 2, 1885. 




(Ho Model.) 



No. 320,743 



A. C. AMES. 

TiAOTION ENSIHE. 

Patented June 



4 Sheets— »Deet 1. 



%(^) ^~ ^ 



witnesses 
OjL. C. 



INVENTOR 
George Strin<yef, 

B{/ Alt JHomeffS 










332 



TRACTION ENGINES 



l^No MoileiJ 



No. 320,743. 



4 Shtiers— Sheet 1 



A. C. AMES. 

TRAOTIOJ) ENGINE. 

:no. 2 .Patented J uae 23,1885. 

'-^ ,1-7/' ™V / « «=* .. , 










(No Model.) 



No. 320,743. 



4 Biie«t«— Sheet 3. 



A. C. AMJES. 

TEAOTION ENSINE. 

Patented June 231885 




-^ S. 



^/r' 



Tmn&gis 



6fe5<- 




■^«.^^£«c/c,.«c^ 



^^t**-*/ &^rir-tz<^u^ 






No. 320,743. 



4 Sheatfl— Sheet 4. 
A. C. AMES. 

TRACTION EN8INE. 

Patented June 23,1885. 







. — Ciceytrar- 



iao Model.) 



No. 320,752, 



E, M. BIRDSALL. 

TBAOTION EN8INE. 

Pat«ntedJnne 23, 1815. 






WITNESSES 

CU..C. 




H^ 



•^ 
K 



.* 



By iUf^tlorneya 



INVENTOR 
X.JVI.mrdtatt. 



TRACTION ENGINES 



333 



'[KoHodeLI 3 Sheets— Sheet !. 

' G. G. BUCKLAND. 

EOAD LOCOMOTIVE. 

No. 321,005. Paientcd June 30, 1885. 



1^0 Model,) 3 SbeetB— Sheet 2. 

G. 6. BUCKLAND. 

BOAB LOCOMOTIVE. 

No.. 321,005. Patented June 30, 1885. 



^^ 














No. 321,005. 



3 Sheets— Sheet 3. 

G. G. BUCKLAND. 

ROAD LOCOMOTIVE. 

Patented June 30, 1885. 



(No Model.) 



No. 325,768. 



H. EENDLEMAN. 

TRACTION ENBINE. 

Patented 9ept. 8, 1885. 












Jf-Uy 



334 



TRACTION ENGINES 



(No HodsL.) 

M. LAFEVEK. 

TEAOTION ENUINi; OEAB. 

No. 326,994. Patented Sept. 29, 1885. 







(No Model.) 4 SlieeCP— Sheet 1. * 

S. MASON. 

THAOTION ENGINE. 

No. 327,807. Patented Oot. 6, 1886. 










(No Model.) 4 Sheets— Sheet 2. 

S. MASON. 

TEAOTION ENSINE. 

No. 327.807. Patented Oot. 6, 1885, 



(No Model.) 4 Sheets— Sheet 3. 

S. MASON. 

TEAOTION ENOINE. 

No. 327,807. Patented Oot. 6, 1885. 



«a 





i7* ■ oC • ^ifc<-->-«-«.fl^ 



ix-rsjrms 



irlTJ/ESSSS 



■Jy/ 



TRACTION ENGINES 



335 



(Ko Hodel.) 



No. 327,807, 



4 Sheets— Sheet 4. 

S. MASON. 

TEAOTIOH EflSINE, 

Fatent.ed Oot. 6, 1886. 










J. H. ELWAED. 

TEiOTION ENGINE. 



2 abeete— Sheet 1. 



No. 329,153. 



Patented Oot. 27, 1885.. 










{Til} Model.) 



No. 329,163. 



J. H. ELWAED, 

TEAOTION ENOINZ. 



2 Sheets— Sheet i 



Patented Oot. 27, 1885. 



No. 329,154 



J. H. ELWAED. 

TEAOTION ErSIHE. 

Patents 



2.7, 1885. 






J=^:^ & 


\ 


— , 




^^^- 






-Z'/tL-ertZV-*".' 







-f^-ctTL e ^ s e ■s- .■ 









336 



TRACTION ENGINES 



No. 329,238. 



i Sliabta— DbBet 1. 

L. 0. TABEE. 

TBAOTION BN8INE. 

Patented Oct, 27, 1886. 



WlJ^EBSES 







IMo sodel.) - 2 Shosta— Steeet S- 

L. C. TABEE. 

TBAOTIOK ENOIKE. 

No. 329,238. Patented Oot. 27, 1885. 




WijiJesbes 



IfJ^Ej^JOT^ 



-C gjzp. 



(No Model.) 



No. 330,676. 



C. M. GIDDIKGS. 

TBAOTIOM EHGIITE. 

Patented Nov. 17, 1885. 



(No Uodel.) 



No. 331,593. 



D. W. WEBSTER. 

TEAOIION ENGINE. 

Patented Deo. 1, 1886. 



Jf 









fWuut 



Attoi-ney 



WtTNEp^ES: 



^'£e^ ^ S 



niitmon 



TRACTION ENGINES. 



337 



No. 333,360 



J. W. TEBMAN. 

TEAOTION INOINE. 

Patented Deo. '29, 1885. 








^^vwie-vScenr ' 



'JZ^'t-uyUf^i^ ^ 



^ %jmRi^ ^ .Qrw^q ,Cdtfej, 



vXo Model.y 



No. 333,658. 



2 Sheets— Sheet I, 



J. MOSIMAN. 

TRAOIION ENOINE. 

Patented Jan. 5, 18 



-1 /;'i;v.5,-'N 












VI 


,.-1°- 

1 / 


i'.. 


1 1 




'o; 


j. 4'-^' 



mxfrmsEs 






No. 333,658. 



2 Sheets— Sbeet 2. 

J. MOSIMAN. 

TRACTION ENaiNE. 

"Patented Jan, 5, 1886. 



(No HodeU 



No. 334,333. 



to Sheets— soeuE 1 

B. S. BENSON. 

TBAOTIOK ENGIITE, 

Patented Jan. 12, 1886. 





WlXJfESSES „ 



mVEXTOS. 







ATTOBHETS. 



338 



TRACTION ENGINES. 



(Ko Model.] 



No. 334,333. 



!0 3heetB— Sbeet < 

B. S. BENSON. 

TEAOTION ENUINE. 

Patented iUn. 12, 1886. 







ATTOEITEIS. 



(Ko Uodel.) 10 Sbeeti— Sbeet 3. 

B. S. BENSON. 

THAOtlOH ENGINE. 

No. 334,333. Patented Jaa. 12, 1886. 




WITMESSES: 



' Tj^ 



. IN7ENT0E; 



BY 



lHoLm/^ 



"'°"°'°" B.S. BENSON. '°3beet=-Sbee.4. 

TRACTION ENOIBE.- 

No. 334,333. Patented Jan. 12, 1886. 



(He Uodel.) 



No. 334,33 



lu Sheets— Sbeet l 



B. S. BENSON. 

TEAOTION ENOINE. 

Patented .TSiTi 12, 1,1 




S'l'U O-Til ^ if^ . 



ATTORSErS. 




ENTOB; 
ATTORNEIS. 



TRACTION ENGINES 



.339 



(Ko Model.) _„„„„. 10 Shoott-Sboet 9 

B. S. BENSON. 

TRACTION IHGINE. 

No. 334,333. Patented Jan. 12, 1886. 




^t'C'^rT^ocr^^ 



ATTOBNEIS. 



(No Model.) 



No. 334,333. 



10 Sheets— Sbeet 7 



B. S. BENSON. 

TEAOTIOH ENBIITE. 

Patented Jan. 12, 18 



J^.P' 







nreBNIOB: 



fl'tOUtVK^ 



[No Model ) 10 sheets— Sbeet 8. 

B.S.BENSON. 

TRACTION ENaiNE. 

No. 334,333. Patented Jan. 12, 1886. 



(No Model.) 



No. 334J33 



10 Sbeets— Sbeet u. 

. B. S. BENSON. 

TEAOTIOH ENGINE. 

Patented Jan. 12, 1886. 



:Pi/ff8 y 






WII8ESSIS! 






IVENTOE. 






WITNESSES: 



BY 



nrVENTOR: 






340 



TRACT/ON ENG/NES 



iHo Uodel.) 10 Sbeete— Sbset lu 

B. S. BENSON. 

TEAOTIOH ENGINE. 

No. 334,333. Patanted Jan. 12, 1886. 





(^^^U^'^^C^^UUv^-^^ . 



iDTTESTOR: 
ATT0RNET8. 



(Ho Uodel.; i Sbeets— Usui i. 

L. C, TABEE. 

TEAOIION ESGINE. 

No. 334,623. Patented Jan. 19, 1886.- 










(Ho Model.) 'i SDoote— Sheet 2. 

L. C. TABEE. 

TBAOIION ENOINE, 

No. 334,623. Patented Jan. 19, 1886. 




, No Model.) 



No. 334,978 



3 Sheets— Sheet 1- 

E. PENNEY. 

TRAOIION ENQINE. 

Patented Jan. 26, 1886. 




/" 



WlJfjESSES FIE-y- ^ 










■cowy^ 



J.7ive-n-tor . 



a^ 



TRACTION ENGINES 



341 



(fio aiode 



^o. 334,978. 



2 Sheets— Sheet 2, 

E. PENNEY. 

TSAOTION ENSINE. 

Patented Jan. .26, 1886. 










No. 335,497. 




B. J. ARNOLD. 
teaot;on ehoine. 

Patented Pel). 2, 1886. 



F^.^ 



m 



jr(fj 




^fle^f: 







{Bo Model.) 2 Sheets— Sheet l. 

S. E. JAEVISr 

TBAOIIOS EUOIHE. 

No. 336,412. Patented Feb. 16, 1886. 



(Ho Uodel.l 



No. 336,412. 



2 SbeetB—oucoi. sc 

S. E. JAETIS. 

TBAOTIOS EN8IFE. 

Patented Feb. 16, 1886. 




Tnyfnttr: 




J^i^./V 






3A2 



TRACTION ENGINES. 



No. 336,440. 



•3 Sbeeta—Sheet 1. 

C. H. SAWYER. 

TSAOTIOH ENaiNE. 

Patented Feb. 16, 1886. 







Jhi^e/ffor- 



^=^U^1^ 






(Ho Model.) 

No. 338,440. 



! sheets^Sheet 2. 



0, H. SAWYEE. 

TEAOTIOH ENSINE, 

Patented Eeb. 16, 1886. 



7^^^- 3 



-Fiff.4. 




"^ 



"'°"°''°'-' « rr ^ ^„„„ 8 SheetB-SHeet 3. 

C. H. SAWYER. 

TKAOTION EHBINE. 

No. 336,440. Patented Peb. 16, 1886. 



(No Uodel.) 



No. 337,841. 



2 Sheets— Sheet i 

F. F. LANDIS. 

TRACTION ENMHE. 

Patented Mar. 16, 1886. 







JTnt^enfoj 



V4.o»ax)u... 



VU/»ax)Cy^. 











TRACTION ENGINES 



34^ 



(Ho Model.} 



Na. 337,841. 



2 Sheets— Sheet 2. 

F. F. LANDIS. 

TEAOTION ENSINE. 

Patented Mar. 16, 1886. 




"^T 




f. 

1 i! 



^1 



t 



I trP 



-xi< H ' 



/■^ 



fn< 









No. 339,194. 



M. LAFEVER. 

TEAOTION BNBINE. 

Patented Apr. 6, 18B6. 



-., ^ 




\ 




f 








^ ) 






■-^; 


/ 




,' 




^^'^^-^ 




^^-S; 









S8lJ U» atioiMCU 



(HoUodel.) 

A. B. L. LAMB. 

OOMPENSATIHQ OEAR- FOE TBAOTION BH8IHES. 

Ko. 340.220. Patented Apr. 20, 1886. 



(Kg Model.) i Sheeti— Sbeet 1. 

L. 0. TABEE. 

IBAGTIOH ENaiHE. 

No. 341,702. Patented May 11, 1886. 








/: Im'entoi- 












344 



TRACTION ENGINES 



Ko, 341,702. 



S Btieets— Sheet ^ 

L. C. TABEE. 

TEAOTIOH ENGIHE. 

Patented Usy 11, 1886. 



(Ko Modal.) s stiBsts—Stwit 1 

L. E. RUSSELL & W. OBENOHAIK. 

SELF FBOfELLIKS VEHIOLB. 

No. 341,858. Patented May W, 1886. 




lA/l TNESSE5 



Inventp-r 




mYBNtOBS 



(Ho Uodel.) 3 Sbeets— Slieet 2. 

L. E. EUSSELL & W. OBENCHAIN. 

SELF FBOPELLING TEEIOLE. 

No. 341,858. Patented May 11, 1886. 



(Ho Model.) ' BUeoU— Slieet 8. 

L. E. EUSSELL & W. OBESCHAIH, 

SELF FEOPELLIHa TEHIOLE. 

No. 341,858. Patented May 11, 1886. 




FxfE. 








INVESTORS 



-''^ixj^.SHomeift. 



witj/eSSss 






TRACTION ENGINES 



345 



do llodej.) 



No. 343,910. 



2 Sheeta— Sbeet 1. 

J. LEIGH, 

TEAOTION EB8IIIE. 

Patented June 16, 1886. 




/*^:trx^E.ydrcs . 









No. 343,910. 



J.LEIGH. 2 8'-..t.-sh.«2. 

TEAOTION EHMHE. 

Patented June 16, 1886. 




.Fi^.t. 




.FVy-.J 








jVKf.a, 



Jrx>-*srxXx>r, 



y««v ^^^^ 



aui^^L^ ^O'TTXM^ <4^.e.*^JL^^ 






Uo Model.) 8 Sheets— Bbeet 1. 

0. STETENS. 

TSAOIIOH ENOIHE. 

No. 343,969. Patented Jane 16, 1886. 




' ''I ''I 



'I'll I 



l|,l| 



^ ii-- IJiill 



I 



I 






"111 







JHJu&ft^t^r: 



dUk^jcJU*^-^ 



(Ko Model.) 

No. 343,969, 




2 BbeetB—Sheet 2. 

0. STEVENS. 

TBAOTION EDfllNE. 

Patented Jnne 15, 1886. 



-E'^e. 








346 



TRACT/ON ENGINES 



(No Uodel.) 

' J. V. STRIBLIN&. 

8TEEBIN8 APPAEATD3 FOE TEAOTION EHBINE8. 

No. 348,638. Patented Aug. 31, 1886. 



rc^.j. 




FiyZ. 



WlirxeBSes 






Inveiilor 



. (lo Hodel.) 



No. 361,112 



„ „ 8 ShGL'fcB— Sheet I. 

T. KEOH. 

TEAOTIOir ENMHE. 

Patented Oov.lS, 1886. 



9. M^XmoV.«Xv 




■^ itpi-n e If. 



(He Hodel.) 3 Sbaeti— Bbset 2. 

V. KEOH. 
TBAOTIOH EHaiNE. 

No. 361,112. Fatented Oot. 19, 1886. 



(Ko Hedel.) 3 Slieete-Sbeet S. 

V. KEOH. 

TEAOTIOir EHQIHE. 

No. 351,112. Patented Oot. 19, 1886. 




J^.f 



1^4^ 






lYf.jtnesses. 










TRACTION ENGINES 



347 



(BoHodel.) 2 Bbeets— Sheet 1. 

H. H. BBIDENTHiL. 

EOAD EHSIH£. 

No. 361,733. Patented N07. 2, 1886. 




)'^u^ >li. (^lasAtt-a&t,^ 



No. 361,733. 



« ^ .,x.r^,^- 2 Sheets— Sheet ». 

H. H. BEIDENTHAL. 

BOAI £HOIN£. 

Patented Nov. 2, 1886 




WITNESSES: 



INVENTOR 



(Ho Model.) 

H. BUSHNELL. 

AXLE JOINT FOE SOAD ENOIHES. 

No. 352,220. Patented Not. 9, 18 



(HoKodeL) 2 SbeetB— Sheet 1. 

W. APPLEaAETH. 

BOAI EHaiNE. 

No. 352,385. Patented Nov. 9, 1886. 



Fi^l Fi^.Z 





Tiif.S 



Ti^ 4 Fi^ 5 






- inrtniv/f 







(7 CUt^ 



348 



TRACTION ENGINES 



(Bo Hodel.) 2 Sheets— Sleet 2. 

W, APPLEGARTH. 

EOAD EN'OINE. 

No. 352,385. Patented Nov. 9, 1886. 










(Ho Uodel.) 



No. 353,155. 



5 SueetB— Sbeef 

J. Q. A. NEWSOM. 

TKAOTION EN6IKE. 

Patsnted Nov. 23, 188 




^>r^-»«<^c<5' 






1"° "'"'«'■) , „ , „„„„ , 6 SheetB-Sheet 2. 

J. Q. A. NEWSOM. 

TKAOTION ENGINE. > 

No. 363,155. Patented Nov. 23, 1886. 




No. 353,155. 



6 Sboets— Sbeet 3. 

J. Q. A. NEWSOM. 

TRACTION EN8INE. 

Patented Nov. 23, 1886. 



*-#K^ 




^fkJbi^S^S9^^.' 






TRACTION ENGINES- 



349 



No. 353,155. 



5 SbeetG— Stieet 4- 

J. Q. A. NEWSOM. 

TBAOTION ENGISE. 

Patented Not. 23. 1886. 










C SbeetB— Sheet C. 

J. Q. A. NEWSOM. 

TRACTION EKGINE. 

Patented Nov. 23. 1886. 




^^j*&«e«»«a .- 









->«««fc/r ■ 



(Kb Uod«L) 2 Sheets— Sheet 1. 

C. W. EDSSELL. 

BOAS VEEIOLE. 

No. 354,488. Patented Beo. 14, 1886. 




^^/^^^ 



^Yay&7t. 7y~17^-z^^3cZZ^ 



.^g^f^/J...^^ "^'^^^^^fc-^- 



No. 354,488. 



2 Sheets— Sheet 2. 

C. W. EDSSELL. 

EOAD VEHICLE. 

Patented Dec. 14, 1886. 




'^*4*.-w*. ^z^?^^-.i^<W^ 



350 



TRACTION ENGINES. 



(No Model.) 

' T. A. LONG. 

POBTABLE OE TRAOTIOH ENBIN£. 

No. 354,605. Patfented Deo. 21, 1886. 










■^m^ 



(Mo Model.) 4 Slieets— Sbeet 1, 

W. A. SHADD. 

TBAOTIOH EN8INE. 

No. 355,891. Patented Jan. 11, 1887. 







ATT0EHEY8. 



.(No Hoael.) 



No. 365,891. 



4 Sheets— Sheet 2. 

W. A. SHADD. 

TEAOTION ENGINE. 

Patented Jan. 11, 1887. 



No. 355,891. 



4 SheetB— Sheet 3. 

W. A. SHADE. 

TBAOTION EN(}INE. 

Patent ed Jan. 11, 1887. 



'\{ 







ISVEHTOE; 



BT MJUfnM 



AHfiKHEia. 




WTTNESSES 



TRACTION ENGINES. 



351 



(No Mode],) 4 Sheets— Sbeet 4. 

W. A. SHADE. 

TBAOTIOH ENBINE. 

Ho. 365,891. Patented Jan. 11, 1887. 




WITiraSES'.^g^ 



DfVHraOE; 
9t:a «J/«o4<; 



B Y JjLuMMA Qr^y 
ATTOBSETS. 



(No Model.) 3 Sheets— Sheet 1. 

¥. L. LELAND. 

TEAOTIOlf EHOIKZ. 

No. 366,940. Patented Jan. 11, 1887. 



(lo Model.} 



No. 366,939. 



F. F. LANDI8, 

TKAOTIOH ENSINE. 

Patented Jan. 11, 1887. 




JCrzuonidr 



(No Model.) a Doeete— Sheet 2. 

V. L. LELAND. 

TEAOTION EIKHNE. 

No. 356,940. Patented Jan. 11, 1887. 




- — <^-iF^ 







WITHES8ES 



AIT0B1IEY8. 



F^ 



mTENTOB: 



352 



TRACTION ENGINES 



No. 366,940. 



3 SheetB— Sbest ST. 

W. L. LELAND. 

TBAOTION ENSINE. 

Patented Jaa. 11, 1887. 



_J-z^6. 



n 


E^=^ 


R ' 


n 


ft 


k 








-.^1 


L.'- 



WITNESSES: ^ 



&<=u^fUyff3. 




ATTOBNEra 



(No Uodgl.) 

J. F. SMITH. 

3TEEBIN8 APPARATUS FOR TRACTION ENUIKES. 

Hff. 366,265. Patented Jan. 18, 1887. 




IF 

W1TN1SSE3 



ATT0ENEY8. 



(So Uodel.) 



No. 367,036. 



2 BbeetB— Sheet 1. 

C. H. ROBERTS. 

TBAOTION EHOIKE. 

Patented Feb. 1, 1887. 



(No Uodel.l 2 Sheets— Sheet i. 

C. H. EOBEETS. 
TEAOIIOH EHOIHE. 

No. 357,036. Patented Feb. 1, 1887. 





WitwjJi 



6hh3c^/^ 






s. 



^ Ai*. Qit^*\uj 



^JTTT'U/fnA^ , 



^.^■Cd>u<.J-fo-ut^ 






J"1,rt^ Laaa^\A^ 



TRACTION ENGINES 



353 



''•""'"' F. M. WALKEE. 

TEAOTION ENOINE BHVINa OEAi!. 

Ko. 357,431. Patented Feb. 8, 1887. 




7f%'?7X)&*S05. 



^f^.<^^^^ 



CUo^^Ou^ 



(No Model.) 

M. A. CHAMBEELAIN. 

TEAOTIOB EKMNE. 

No. 357,978. Patented Feb. IB, 1087. 







.-^ 



(No Hudel.) 



No 360,876 



3 Sheets— Sheet 1. 

A. L. GILSTEOP. 

LOCOMOTIVF.. 

Patented Apr. 12, 1887. 



(Ho Kodel.j 



3 Sheets— Sheet 2. 

A. L. GILSTROP. 

LOOOMOTIVE. 

Patented Apr. 12, 1887. 








kiiitiBsges. 
/ s .««i/i-k 



354 



TRACTION ENGINES 



3 SbeetB— Sheet 3. 



No. 360,875 



A. L. "JILSTEOP. 

LOCOMOTIVE. 

Patented Apr. 12, 1887. 




(No Model.) 

G. A. & J. E. KLUTZ. 
DEVICE FOR OniDINO TRACTION EN8INE3. 

No. 363,246. Patented May 17, ISb" 







iiiiiiiiiit^um'iiM iiii:;3iiii|ii 



InfillESSBS. 



Inuejtoij. 




0^ 



-^yO-Ot^^ S ^^a.d.-eZi^ 



/ mvEmoM 



(No Uodel.) 2 Sheets— .Sheet 1. 

J. PBICE. 

TRACTION ENBINE. 

No. 363,966. Patented Mky 31, 1887. 



(Fo Model.) 



No. 363,415. 



M. W. PETEES. 

TEAOTION ENGINE. 

Patented May 24, 1887. 




!J--JC 






ciw-lM'Vl.t'OZ 



\Ac: 




TRACTION ENGINES 



355 



No. 363,966. 



2 Sheets— Sbeet 2. 

J. PRICE. 

TBAGTIOR INQINE. 

Patented Hay 31, 1887. 




(Ko Kodel.) i Sbeets— Sbeet 1. 

L. P. &W. A. HELPHINSTINE. 

SIEEEINO DEVICE FOB TBAOTIOH ENGINES. 

No. 364,411. Patented June 7, 1887. 






iri 1^ 















2 Sbeets— Sbeet ! 



(le Kodel.) 

L. P. & W. A. HELPHINSTINE. 

SIEEBINO DEVICE FOB TSAOIION ENGINES. 

No. 384,411. Patented June 7, 1887. 

r~i 



(No Model.) 



No. 366,226. 




F. F. LANDIS. ' s'""-s^-t >. 

TRACTION ENGINE. 

Patented July 12, 1887. 



■^'^ZZ^iJ^ 



-2^^-^ 




%K\K^^<i 




B^uc^to^ 










INVENTOR . 



356 



TRACTION ENGINES 



(No UodeL) 



3 Sheets— Sheet 2. 



F, F. LANDIS. 

TRACTION ENGINE. 

No. 366,226. Patented July 12, 1887. 




js^.J-. 




(No HoiIel.J , 



No. 366,226. 



3 Sheets— Sboet S.. 
F. F. LANDIS. 

TEAOTION ENfllHE. 

Patented July 12, 1887. 



'F'ig.S. 



"^^■r zFic,.3. 



JNVSNTOn 

Aixorneu 







mVENTOB 
AUBtreu 



(flo Hodel.) 



No. 367,912, 



7 Sheets— Sheet 1. 



M. E. HEESHET. 

TEAOTION ENUINE. 

Patented Aug. 9, 1887. 



(Bo Hodel.) 



No. 367,912. 



7 81ie8tl~8hfl6t 2. 



M. E. HBBSIET. 

TBAOTION £SaiN£. 

Patented Aug. 9, 1887. 















Sl-\LfO Altomei^ 



^/•^ Attorneyc 



TRACTION ENGINES. 



357 



(Bo Model.) 7 Sbeets— Sheet 3. 

M. E. HBRSHEY. 

TEACTIOH ENaiNE. 
No. 367,912. Patented Aug. 9, 1887. 





(Ko Uodel.) 7 Sheets— Sbeet 4 

M >:. HERSHEY. 

TSAOIION ENSINE. 

No. 367,912. Patented Aug. 9, 1887. 

















/U. 



■^jfaAUom^i^ 



No. 367.912. 



7 SbeetE— Slieet 5. 

M. E. HEESHEY. 

TBAOTION SHSIKE. 

Patented Aug. 9, 1887. 



(AO Model.) 



No. 367,912. 



7 Sheets— Sheet 6. 

M. E. HEESHEY. 

TBAOTION ENBINE. 

Patented Aug. 9, 1887. 






WIT^KSSBS 



lirvEJ^TOB 



jyiTJrsssES 



frf^ Jittornci/o 



358 



TRACTION ENGINES 



{No Hodel.) 7 SheetB—Sheet 7. 

M. E. HEESHEY. 

TRACTION ENGINE. 

No. 367,912. Patented Aug. 9, 1887. 







/^Cc A/lorneyta 



No. 368,772. 



F. F. LANDIS. 

TRACTION EN8INE. 

Patented Aug. 23, 1887. 







WVEHTOR 



No. 372,022. 



S. E. JAEVIS. 

TEAOTION ENGINE. 

Patented Oct. 25, 1887 



(No Model.) 

R. P. THOMPSON. 

STEEBING GEAR FOR TEAOTION ENGINES. 

No. 374,016. Patented Noy. 29, 188'. 








.,), / "Wi-tnegseii ^-^ , Imitsnim- 



TRACTION ENGINES 



359 



J. a, DOWNIE. 
COMPENSATING GEAR FOR ROAD ENGINES. 



2 SheetG— Sheet 1, 



No. 374,663. 



Patented Deo. 13, 1887. 




(Ko Model.) 



2 Sheeta— Sbeet 2. 



J. G. DOWNIE. 

OOMFENSATING GEAH FOR ROAD ENGINES. 
No. 374,663. Patented Deo. 13, 1887. 



'5Vitiie.-..-.;.> I 









^^S^JS^^^-^-^^^A 




^Ivitvicjiiizft 










SBij TiiJ' a»ot,,tij.> 



(KoKodeL) 4 SHeets— Sheet 1. 

E. M. DOWNIE. 

ROAD ENGINE. 

No. 374,664. Patented Deo. 13, 1887. 




(No Uodel.) 



No. 374,664. 



4 Sheets— Sheet 2. 
E. M. DOWNIE. 

ROAD ENGINE. 

. Patented Deo. 13, 1887. 










_360 



TRACTION ENGINES 



(No Iklodel.) 4 Sbeets— ftbeet s. 

R. M. DOWNIE. 

ROAD ENeiNE. 

No. 374,664. Patented Deo. 13, 1887. 










(No Mode].) 4 Siiebce—Stieet 4. 

K. M. DOWKIE. 

ROAD ENGINE. 

No. 374,664. Patented Deo. 13. 1887 




^^^:r- 

















(Ho Hodel.) 



No. 375,307. 



3 Sbeets— Sheet 1 

W. S. WOOTTON. 

BOAD ENSINE. 

Patented Deo. 20, 1887. 




(No Model.) 



No. 375,307. 



3 6&eets— Sheet 2. 

W. S. WOOTTON. 

ROAD ENGINE. 

Patented Deo. 20, 1887. 



J? Ol/.-i)Tr-r'^^y. 







TRACTION ENGINES 



361 



No. 375,307. 



3 Sbeets— Sheet 3. 

W. S, WOOTTON, 
SOAD BNBINE. 

F&tented Deo. 20, 1887. 




(Ho Model.) 

E. KITE. 

BIFFEEEBTIAL 8EAS FOR TRAOTIOH EHOINES. 

No. 376,528. Patented Jan. 17, 1888. 



/ JL. 



'T/ Z. 




















^ 



(No Model.l S Sheete— Shoot 1. 

DE LA FAYETTE EEMINQTON. 

TEAOXION ENtJINE. 

No. 377,274. Patented Jan. 31, 1888. 



(No Ifodel.) 



Sheets— Sheet 2. 

DE LA FAYETTE REMINGTON. 

TRAOTIOK EH8IHE. 

No. 377,274. Patented Jan. 31, 1888. 

















t^icc^^cj-O'rf'C^ 



362 



TRACTION ENGINFS. 



(Ho Model.! 6 SheetB-Sheet 

DE LA FAYETTE REMINGTON. 



No. 377,274. 



TRAOTION ENGINE. 

Patented Jan. 31, 1888. 








(Ho Hodel.) 5 SlieetB— Sheet «. 

DE LA FAYETTE REMINGTON. 

TEAOTION ENaiNE. 

No. 377,274. j!* „ Patented Jan. 31, 1888. 




^^' "«, 







j9igif 



(No Model. I 5 Steels— Shoet 5. 

DE LA FAYETTE REMINGTON. 

TBAOIIOH EN8IHE. 

No. 377,274. Patented Jan. 31, 1888. 



:nf.s. 



(No Model.) 2 Slieets— Sheet 1. 

H. D. SMITH & F. M. WALKER. 

TBAOTIOH ENGINE. 

No. 379,996. Patented Mar. 27, 1888. 















_S. 



2^ 



<^<-c,cx.,5-,-/£^. 



.//A,i 







INVENTOSS, 
ATORNEYJ. 



TRACTION ENGINES^ 



363 



(Ko Model.) 2 Sheets— Sheet 2. 

H. D, SMITH & F. M. WALKEE. 

lEACIION ENBINE. 

Patented Mar. 27, 1888. 



No. 379,991 




SFQ-7 - 




(Ko Model.) 



No. 380,601. 



H. 0. SICKLER. 

TRACTION EHGIRE. 

Patented Apr. 3, 1888. 



0^ 






■J? 

INVENTORS. 



cC 



ATTORNEYS. 




Inventor. 



2 SheetB— Sheet ;;. 

F. BATTER. 

lEAOTION ENGINE. 

Patented May 16, 1888. 



(Ho Model.) 



No. 382,867, 



2 Sheets— Sheet I. 



F, BATTER. 

TBAOTION ENGINE. 

Patented May 15, 



No, 382,867. 

















364 



TRACTION ENGINES 



(No Hodel.) 



No. 383,179. 



D. B. JAMES. 

TRACTION ENGINE. 

Patented May 22, 18 



_7^t^. 



■J. 



^^ rn 




Yc/. t3. 



^ 




^lyttvvcooca.. 



^J^i^. 



^^H- 



'/Xp.Q/oxiJuii, 




i SbuetB— Sheet 2. 



No. 387,612. 



W. S. WOOTTON. 

S04D ENGINE. 

Patented Aug. 7, 1888, 







,xZ?^vv^Z^J" 



(No Uoilel.j 



2 Sheets— Sbeet ). 



W. S. WOOTTON. 

ROAD ENGINE. 

Patented Aug. 7, 16 







(Ho Model.) 



2 Sheets— Sheet ]. 



C. A. COPELAND. 

STEERING APEARATDS FOR TRACTION ENBINES. 

No. 394,460. Patented Deo. U, 1888. 










as.,"^ 



TRACTION ENGINES 



365 



(No Uodel.) 



2 Sboets— Sbeet 2. 



C. A. COPELAND. 

STlitllNS APPiRATUS FOR TRAOHOR ENGINES. 

No. 394,460. Patented Deo. 11, 1888. 





^^^^ 




cJii-ucntoi . 



(H3 ModeJ.I 



No. 394,851. 



3 SheetB— Sbeet 1. 

G. T. GLOVER. 

TRAOTION ENBINE. 

Patented Deo. 18, 1888. 




^in^t J. f^me^ 



No. 394,851. 



3 Sheets— Sbeet 2. 

G. T. SLOTEE. 

TBAOTION ENOINE. 

Patented Deo, 18, 1888. 



JTr^ff' 



No. 394,851. 



3 SbeetB— Sbeet 3. 

G. T. GLOYEE. 

TEAOTION EH9INE. 

Patented Deo. 18, 1888. 




'yijzye^riZcv. 







7I^Z^/^z,a~jyie -s. 







366 



TRACTION ENGINES 



(Ko Hoael.) 



No. 397,976 



4 Stieeta— Sheet J. 



r: e. doak, 

BOAD EHallTE. 

Patented Feb. 19, 18 




(Ho Uodel^ 



No. 397,976. 



^ Sheets— 8beet 2.' 

R. R. BOAN. 

SOAD £N(}IN£. 

Patentfld Feb. 19, 1889. 




(No Mode].) 



4 ShAQts— Sbeet 3 

R. R. DOAN. 

EOAB ENGINE. 

Patented Feb. 19, 1889. 




(No Hode].) 



No. 397,976, 



J^y.M 



4 SbeetB— Sheet 4. 

E. R. DOAN. 

ROAD EKGUNE. 

Patented Feb. 19, 1889, 



■.^:r^^ 



















'-<^«.t-A^ 






TRACTION ENGINES 



367 



(no UonaL; 



No. 400,846. 



C. 0. HEGGEM. 

T3ACTI0N ENOINE. 



; Sheets— Sheet 1. 



Patented Apr. 2, 1889. 




niTNEBSES: 






INVENTOR^ 
/tTTOME Y. 



(Ho Model.) 2 Sheeti— Sbeet i 

C. 0. HEGGEM. 

TRACTION ENGINE 

No. 400,846. Patented Apr. 2, 1889. 




Jf^.a. 



WITNESSES: 






INVENTOR, 
BY 

A TTORNEY. 



(Ho Hodel.). 



No. 401,756. 



W. H. PATTON. 

MOTOE. 

Patented Apr. 23, 1889. 



(!Io Uodel.) 



A. HASBEOUCK. 

DRIVING GEAR FOE LOCOMOTIVES. 



Patented Apr. 30, 1889 





WITJfZSBZS. 










rnve ni or 



cA^A^ Jiia^u**-^^^ 



368 



TRACTION ENGINES 



(No Model. 1 2 Sheets— Sheet 1. 

L. AMES, Jr., & J. H. ABEECROMBIE, 

aEAMNQ FOR TRACTION ENOINES. 

Ho. 402,881. Patented May 7, 1889. 




WITNESSES: 






INVENTORS ■■ 



'^ BY 

ATTORNEYS. 



(Ho Model.) 2 Sheets— Sheet 2. 

L. AMES, Jr., & i. H. ABEECROMBIE. 

QEAEING FOR TRACTION EHGINES. 

No. 402,881 Patented May 7, 1889. 




.WiTnESSES 

^. sr )rc 



-fp.\ y , Inventors: 

% /Lm, iL^ •"HU.U. 



(Ko Model.) 

J. W. STRINGEE. 

OEARINQ FOR EGAD ENGINES. 

No. 403,000. Patented May 7, 1889. 



(W) 



(Vo Model.) 



J. C. WHITE. 

ANCHORING DEVICE FOR POETABIE MACHINES. 



No. 403,811. 



Patented May 21 1889. 
1^ 1 



:72/-?- 

















TRACTION ENGINES 



369 



No. 404,157. 



3 Sheeta—Shoet 1. 

E. M. BIEDSALL. 

TBAOTION ENGINE. 

Patented Hay 28, 1889. 




(No Model.) 



3 8tie«ts~Sheet 2. 

E. M. BIRDSALL. 
TRAOTION ENGINE. 

Patented May 28, 18 






"/ 










(Ko HoteL) 



; SueetB— Sheet : 



E. M. BIEDSALL. 

TBAOTION ENGINE. 

Patented May 28, 1889. 




Tmnnnrerr 



No. 408,229. 



T. J..FEAZIEE. 

STEAM MOTOB. 



Patented Aug. 6, 1889. 




^Z 



1 l»'n'i'i'i!,jli'i'i'iVI 




c-zd^Q/^ 



yriTArSSSES 









(7 CTafi^j (^ J}€an,anyG.rt^ 



370 



TRACTION ENGINES. 



No. 415,439. 



3 Sbeeta— Sbeet 1 

E. M. BIRDSALL. 

lEAOTION ENOINE. 

Patented Nov. 19; 1889. 







No. 416,439 



_ S Sheetfl— Sheet 2 

E. M. BIRDSALL. 

TRACTION ENOINE. 

Patented Nov. 19, 18 







3 Sbeete— Sheet 3. 

E. M. BIRDSALL. 

TBAOTION EN3INE. 

Patented Nov. 19, 1889. 




(Mo Model.) 



No. 415,496. 



E. E. CALLAHAN. 

TRACTION ENBINE. 

Patented No7. 19, 1889. 




Fiq.k. 






G. ^ '^^.wl^^i. jrTive^i,ir>r. 



eyj. 







TRACTION ENGINES 



371 



No. 417,419. 



£ SbcetG— Sheet 1 

A. J. HART. 

TEAOTIOtf ENSIHE. 

PatenteJ Deo. 17, 1889 




(No Model.) 



No. 417,419. 



2 Sheets— Sheet ■> 

A. J. HART. 

TRAOTION EHOINE. 

Patented Deo. 17, 1889. 




•^l&t^^afi^TsA 



INVCNTOR: 



(Ko Model.) 4 Sheets-Sheet 1'. 

J. PRICE. 

TRAOTION EHSINE. 

No. 419,284, Patented Jan. 14, 1890. 



No. 419,284. 



4 SbeatB— Sheet 2. 

J. PRICE. 

TBAOTIOH EHOINE. 

Patented Jan. 14, 1890. 














372 



TRACTION ENGINES 



No, 419,284. 



4 Sheets— Sheet : 

J. PRICE. 

TRACTION ENGINE. 

Patented Jan. 14, 1890 



IKo Model.) 



No. 419,284, 



A Sheets— Sheet 4, 

J. PRICE. 

TRACTION ENQIKE. 

Patented Jan. 14, 1890. 



JT/g. 3 , 



Jfjij -^ 

















(HoHodel.) 

D. BEST. 

STEEEINC WHEEL CARRIAGE. 

No. 421,884. Patented Feb. 18, 1890. 










(Ko Hodel.) s sheetB— Sheet 1. 

J. N. BRITZ. 

DRIVING OEAE POR TRACTION ENGINES. 

No. 421,902. Patented Peb. 25, 1890. 




TRACTION ENGINES 



373 



(No Model.) 



3 Sbeets— Sheet 2 



J. N. BEITZ. 

DBI7IN0 ftEAE F08 TRACTION ENSINZ3. 

Mo. 421,902. Pateutod Feb. 25, 1890. 




J. N. BRITZ. 

DRIVIKB 8EAE FOR TRACTION ENGINES. 



3 Sbeets— Sheet ; 



No. 421,902. 



Patented Feb.'26, 1890. 



^Ui 



Jbfrri J^.SrtZz 




•^^41 









No. 423,720. 



2 3heet3— Sheet u 

E. S. BiTTLES. 

TRAMWAY LOCOMOTIVE. 

Patented Mar. 18, 1890. 



No. 423,720. 



2 Sheets— Sheet 2 

E. S. BATTLES. 

TRAMWAY LOCOMOTIVE. 

Patented Mar. 18, 1890. 




Witnesses 



Inventor 










ItivEtitcir 
By HlE Attys. ^...e/i-^/fc Vc%i^^£ce/< 



374 



TRACTION ENGINES. 



No. 425,600. 



6 Sheets—Sbeet 1. 

&. H. EDWAEES. 

TEAOTOB. 

Patented Apr. 15, 1890 







(No Model.) 

No. 426,600. 



a. H. EDWARDS. 

TEAOIOR. 



abeetB— Sheet 2. 



Patented Apr. 15, 1890, 



,^ 



h 










No. 425,600. 



6 sneets— Sheet 3. 

G. H. EDWAEBS. 

TEAOTOE. 

Patented Apr. 15, 1690. 



(No Model.) 



No. 425,600 



J SheetB— Sheet 4, 



&. H. EDWARDS. 

TEAOTOE. 



Patented Apr. 15,1890. 





v^F 






Sly C!d^.i/<^^C. 









TRACTION ENGINES 



375 



I Ho Model.) 



No. 425,600. 



6 Sheets— Sbeet o. 

G. H. EDWARDS. 

TEAOTOR. 

Patented Apr. 16, 1890. 



_J^-^. 




7/^ 



^ce^mft^ 



(7it<^^;*^'5S3~ 



^5^ 






6. H. EDWARDS. 

TBAOTOB. 



Sheets— Sheet 6. 



No. 426,600. 



Patented Apr. 15, 1890. 



"T ',t 'C . '^ - /f ,/ 




^JF^y.» 






' MM^^M, 



z^ £^ ji^ z/ B^ z/ 



}$<-'^ 1^^^ ife 



^-ife 



to^^ iOi - ol .ol 



«/ «* 







'^5. — Z'Ttz/e^GSm- 



(Ko Model.) J Sheets-Sheet 1. 

E. F. SAMMONS. 

TBAOTION EBHKE. 

No. 429,6.18. Patented Jnne 10, 1890. 



(Ko Model.) 



B. F. SAMMONS, 

lEAOIIOH EHBINE. 



S Sheets— Sheet 2. 



No. 429,648, 



Patented June 10, 1890, 




t±±=±5ltR 



^n-^ 


■ ■ 


- 


rm. 


&7 ^ 


i 














Wit, 







'^/T^^^C^^^^^ 






376 



TRACTION ENGINES. 



(Ho Model.) 

No. 430,833 



J. E. CLAEK. 

TRACTION ENfllNE. 



2 SheetB— Sbeet 1. 



Patented June 24, 1890. 







i^r^l't«4«9l' I 



AiToma. 



iNo Model.) 

No. 430,833. 



J.E.CLARK. ^S-i'ets-Shee. 2. 

TRACTION ENQINE. 

Patented June 24, 1890. 




No. 433,488. 



G. H. POND. 

TEAOTION ENGINE. 

Patented Aug. 5, 1890. 



(Ho Holel.) 



No. 434,131. 



J. B. HABBIS. 

TBAOTIOII ENGINE. 

Patented Ang. 12, 1890. 












J^S^ 



.■ittorjiry . 









FRACTION ENGINES 



377 



2 Sbeete— Sbeet 1. 



(No Model.) 

C. P. BROWN. 
OOMPEKSATINQ AND 8TEEBIN0 GEAR FOB ROAD VEHICLES. 

No. 434,624. Patented Aug. 19, 1890. 







(No Model.) 



2 SheetB— Sheet 2. 



C. p. BROWN. 

OOMPENSATIHO AND STEEBINO OEAS FOE EOAD VEHICLES. 

No. 434,624. ' Patented Aug. 19, 1890. 








■^*^ Attomtyj 



l»o Model.) 8 Sheets— Sli88t 1. 

F. SAXON. 

BOILER LEVELIN8 DEVICE FOE EOAD ENGINES. 

No. 436,267. Pateated Sept. 9. 1890. 



iHo Model. - 3 SheetE— Sheet 2. 

F. SAXON 

BOILEE LEVELINO DEVICE FOE EOAD ENGINES. 

No. 436,267. Patented Sept. 9, 1890. 



-^^.«'. 











37S 



TRACTION ENGINES 



(HoModpi.) :i Sheets— S^ee■, 3 

F. SAXON^ 

BOILER LEVELISS DEVICE FOR ROAD ENGINES. 

Ho. 436,267. Patented Sept. 9, 1890 




No. 436,931. 



2 Sbeslo—Sueet 1 

D. BEST. 

TRACTION ENOINE. 

Patented Sept. 23, 1890. 










(No Model.) 



2 Sheets— Sheot ; 



D. BEST. 

TRACTION ENOINE. 



(Ho Model., 



2 Sbeets— Stieet 1. 



Patented Sept. 23, 1890. 




A. ElftST, 

APPARATCS FOR STEERISO WHEELED VEHICLES. 

So. 440,035. Patented Nov. 4, 1890. 









T' 







C^^**-?.-^^^ ^^'i-aJ^ 



•=a^.. 



TRACTION ENGINES 



379 



2 Sneete— Sbeet 2. 



(NoUodel.) 

A. HIRST 
APPASATBS FOB STEERING WHEELED VEHIOLES.. 

No. 440,036. Patented Nov. 4, 1890 

I 1 1,1 

IT I 

r.n 
r'li 
n 
KJ 




ftitnesses: 






No. 442,777. 



0. 0. KRAVIK. 
BOILER LEVEIEE. 



Patented Deo. 16. 1890 



Jly:/. 




No. 447,978. 



„ _ 5 Sheets— Sbeet 1. 

6. G. SCHEOEDEE. 

IKAOIION ENGINE. 

Patented Mar. 10, 1891. 



No. 447,978, 



S Sheets— Sbeet 2. 

G. G. SCHEOEDEE. 

TRACTION ENGINE. 

Patented Mar. 10, 1891. 



/n 


X^ 


/ '\ 1 > \ 


/ ' ■ ■ A 


/ - L _J > \ 


/ - '" V \ 


/ ; \ \ 


/ ' A 


/ ' \\ 




cJnvcwtor 



■^J^A 



UAl^ 



^^^^^--f^i^i^^^ 










380 



TRACTION ENGINES: 



No. 447,978. 



It Sheets— Sbeet 3. 

0. Q. SCHROEDEE. 

TBAOTtON ENGINE. 

Patented Mar. 10, 1891. 






"3 

I 



QVifc*t«5Ml.> 







a. G. SCHROEDEK. 

TEACTlON ENGINE. 



6 Sbeets— Sheet 4.. 



No. 447,978, 



Patented Mar. 10, 1891. 




*^vitvica<j«^ 



o^^^-^ 



No. 447,978, 



Sbeets— Sbeet fi. 

G. G. SCHROEDER. 

THACTION ENGINE. 

Patented Mar. 10, 1891. 



J^;Cg.8. 



No. 451,648. 



3 Sheets— Sheet I. 

N. L. DARLING. 

TEAGTIOH ENGINE. 

Patented May 5, 1891. 





'WttK^.MCJ 






* --dttiiAitii 




TRACTION ENGINES. 



381 



.N. L. DARLING. 
' TEAOTIOH ENOINE. 



3 Sheets— SheBt 2. 



No. 451,648. 



Patented May 5, 1891. 




IBo Model.) „.„,„, S Sheeli-theet 3. 

N. L. DAELINO. 

TBAOTIOH EN9INE. 

No. 451,648. Patented May 6, 1891. 




(Do Hodel.) 



No. 461,811. 



8 SEieetb ..^iieet : 



J. H. CETIMB. 

TBAOTIOH ENOINE. 

Patented Hay 6, 1891. 



-^^^ 




No. 451,811. 



^^J 



i Bae«ti— Sheet 2. 

J. H. CEUMB. 

TEAOTION ENGINE. 

Patented Hay 5, 1891. 



mmcsses: 



/^ imltTlU: 



~^.<£t 




■J^^^Clrr^^.-l 



''^~'«<J> 






..^^^Vif- 



382 



TRACTION ENGINES. 



(No Uodtl.) 



No. 451,811. 



J. H. CEUMB. 

TBAOTION EN8INE. 



it Shueta— Sbeet 3. 



Patented May 5, 1891. 




mincssES: i> 



I— imt.ni un . 



3 Sheets— Sheet 1. 

J. BSCKNEE. 

TRACTION ES8INE. 

Patented May 19, 1891. 
ff 










No. 452,592. 



3 Sheets— Sheet 2. 

J. BECKNER. 

TSAOIION ENGINE. 

Patented May 19, 1891. 



J. BECKNER. 

THACTION ENQINE. 



3 Sheets— Sheet 3. 



No. 452,592. 



Patented May 19, 1891. 




3^. ^■ 




JFip.S^ 



CUi^, 






■^txpr-rcc!/- . 









TRACTION ENGINES 



383 



(No Model.} 

E. HOWLAND. 

SIEJlM STEERINB GEAR FOR VEHICLES. 

Ko. 453,368. Patented Juae 2, 1891. 




(Ho Model ) 

E. HOWLAND. 

STEEEINQ 8EAR FOR VEIICEES. 

No. 453,369. Patented June 2, 1891. 



rv--^ 



ri<^. 2. 




C'f.^ 



^^L^t-c^ 



' Jitlomey, 



WITKESSBS 







(Xo Model.) 

No. 455,649. 



0. STEENOFF-BEYER. 

WHEEL AND AXLE FOR VEHICLES. 

Patented July 7, 1891. 




,Ho Model.) 2 SheetB—Sbeel 

J. M. SMELSER. 

TRACTION ENGINE. 

No. 455,889. Patented July 14, 1891. 



^^^■i^/?7^A ^ 



Pi^:i. 




WITNESSES: 



INVENTOR: 



c/Vt 



*-'»-*->-.w ' 










GdM '£l«OT.>t«»^ 



884 



TRACTION ENGINES 



J. M. SMELSER. 

THACTION EN8IHE. 



2 Sbeeu— Sbcel 2 



No. 456,889f 



Patented Jnly 14, 1891. 




ir^- z 



llriiineJJej 



p. Inveniion 



fHoHodel.l 

C. HIQGINS & J, GRE&OEY. 

TRACTION ENOINE. 

No. 460,375. Patented Sept. 29, 1891 




5- . viTjrjessj:s: 






(No Model.; 



2 SheetB— Sheet 1. 



J. B. OSBORNE. 

TEAOTION WA90N STEEBIN8 APPARATDS. 

No. 465,491. Patented Deo. 22, 1891, 



(Ho Hodel.) 



3 SbeetB— Sbeet 2. 



J. B. OSBORNE. 

TRAOTIOS WA005,STEEBIN(} APPARATUS. 

No. 465,491. Patented Deo. 22, 1891. 





"W\o 









'SxwtvKox 



^ 






TRACTION ENGINES 



385 



J. r. HANSCOM. 

ROAD LOCOMOTIVE. 



2 3ti6ela— Sbeet 1 



No. 467,095. 



Patented Jan. 12, 1892, 



■^3 







WIXVUSSSS 



AUorttey 



No. 467,095, 



z Sbeets— Sheet 2- 

J. F. HANSCOM. 
ROAD LOCOMOTIVE. 

Patented Jan. 12, 1892. 



•^ 
^ 










(Ho Model. J 



No. 469.888. 



J. J. MOOEE. 

•FRACTION EHmNE. 

Patented Mar. 1, 1892: 



(Is Hodel.) 



No. 474,738. 



J. E. HATCH. 

TEAOTION ENOIBE. 



8 Sheets— Sheet l 



Patented Hay 10, 1692. 



JFifX. 



^/ 



f- -r 



ljl,iipjr;til|l|li 





ni^a:i«v«i«:iiiM 



jry. 



.3. 




WITUESSES: 



^muiZ^-a^^- ■Wmre 



ITTODSEr 




iTwnneis. 




386 



TRACTION ENGINES 



No. 474,738. 



2 Sbeeta— Bbeet 2. 

J. K. HATCE. 

TRAOTION EJIOINE. 

Patented Uay 10, 1892. 



(No Huilel.) 



No. 475,597. 



J, J. D, MoNAMAR, 

TEAOTION ENalNE. 



Patented May 24, 1892. 




f\ t>| ^ 




withesses: ■* ^, r •/ j^j, munm. 

I I » I itr '^ ATIOmiCYS. 







r\rTS^^ /.vKff.*-./!?*. 

ty Juliws^.JJJ^Mutua- 



No, 477,057. 



F. KITTEN. 

OEAEING FOK TRACTION ENQINEB. 

Patented June 14, 1892. 



(No Model.) 2 Shoots— Sheet 1. 

P. T. NEUMANN. 

TRACTION EN8INE. 

No. 479,832, Patented Aug. 2, 1892. 




VitiJesses- 



rNVENTDR- 



:^ 







TRACTION ENGINES 



387 



lNi> Model.) 3 SheetB— Sheet 2 

P. T. NEUMANN. 

TKAOTION ENOINE. 

No. 479,832. Patented Ang. 2, 1892. 










(Do Model.) 



H. WHITE. 
ROAD lOCOMOTIVE. 



) Slieels— Sheet i. 



FateBted Aug. 16, 1892. 




^^W'^^ 



H. WHITE. 

BOAD LOCOMOTIVE. 



3 SheetB— Sheet 2 



No. 480,757. 



Patented Aug. 16, 1892. 



Bo. 480,757, 



3 Sheets— Sheet 3 

H. WHITE. 

EOAS LOCOMOTIVE. 

Patented Aug. 16, 1892. 




/TLfrJTe.sses : 



j7TOGn7jO-r: 



^^^^^y^ 







388 



TRACTION ENGINES. 



No. 482,599. 



I. TOWNSEND. 

TRAOIION ENSINE. 

Patented Sept. 13, 1892. 










%^^ifomc^j 



(No Model.) 



No. 482,87,8. 



A. DEEW. 

DOnFUBO FOL£. 

Patented Sept. 13, 1892. 







l}fVENJOl\ I 



(Ko Model.) 



2 Slieete— 3tieet I 



(Ko Model.) 



2 SbeetB— Stieet Z. 



C. F. CHBISTOPHER. 

DEIVINO MECHANISM POR ROAD ENQINES. 

No. 483,281. Patented Sept. 27, 1892. 



C. F. CHEISTOPHER. 

DRIVING MECHANISM FOB ROAD ENGINES. 

No. 483,281. Patented Sept. 27, 1892. 





\A7ih)cssca: 






Wi(n< 



Ir|i3u)f|p 



TRACTION ENGINES 



389 



(Bo Model ) 3 Sbflete— Shbet 1. 

D. S. STEWART. 

TEAOTIOtJ ENGINE. 

No. 484,828. Patented Oct. 25, 1892. 



(Ho Madol.) 



No. 484,828, 



D. S. STEWART. 

TRACTION ENGINE. 



3 ShQOtB— Shoot 8, 



Patented Oct. 25, 1892. 








mtXtt/ 






No. 484,828. 



3 Bbeete— Sheet 3. 

D. S. STEWART. 

TBAOTIQN ENGINE. 

Patented Oot. 25, 1892. 



(No Model.) 



No. 484,829. 



3 Sheets— Sheet i. 

D. S. STEWART. 

TEAOTION ENGINE. 

Patented Oot. 25, 1892. 




:g^/i.(§M^. 






&MmvM. 



"» 







390 



TRACTION ENGINES 



(No Model ) 3 Sbeete— Sheet 2. 

D. S, STEWART. 

TEACTION ENGINE. 

No. 484,829. Patented Oct. 25, 1892. 










No. 484,829, 



3 aiieets— Sheet 3 

D. S. STEWART. 

IRAOTION ENGINE. 

Patented Oct. 25, 1892. 




7^' 









D. S. STEWART. 

TSAOTION ENGINE. 



No. 484,830 



Patented Oct. 25, 1892. 




No. 486,481 



2 Sheets— Sheet 1. 

H- W. LASTER. 
STEAM ROAD ROLLER. 

Patented Nov. 22, 1892. 







'r^^or^; 






TRACT/ON ENGINES 



391 



No. 486,481 



2 Sheets — Street 2. 

H, W. LASTER. 
STEAM BOAD ROLLER. 

Patented Nov. 22, 1892. 










No. 489,811, 



; SQueta— SIJCl 1 

B, HOLT. 

TRACTIOH ENGINE. 

Patented Jan. 10, 1893, 




N If 



^itetlf^jfT'C'r 









No. 489,811. 



^ „ . „ 3 Sheeta— Sheet 2. 

B. HOLT. 

TEAOTIOB EN8INE. 

Patented Jan. 10, 1893. 



(No Hodel.) 



No. 489,811. 



B. HOLT. 

TBAOTION ENGINE. 



3 StieetB— Sbeet 3. 



Patented Jan. 10, 1893 











^24^*^. '-^yWJto,'--" c^ 



392 



TRACTION ENGINES^ 



iHo a-id«l^ a SlieeLa — SheuL I 

C. 0. HEGGEM. 

STEBRINO APPAEATUS FOK TKAUTION ENGINES. 
No. 489,865. Patented Jan. 10, 1893, 




-Zfwailar 



(Ho nodal.) 3 Sheets— Sbeet 2 

C. 0. HEGGEM. 

BTEEEINO APPABATD8 FOB TRACTION ENGINES. 

No. 489,865. Patented Jan. 10, 1893. 




^WitM 






QttoCMM^ 



No. 491,386. 



3 Sheets— Sheet 1. 

J. A. STOTJT. 

TEAOTION ENOINE. 

Patented Feb. 7, 1893. 



(No Model.) 



3 Sheets— Sbeet «. 

J. A. STOUT. 

TEAOTION ENGINE. 

Patented Feb. 7, 1893. 





<_-'^^'^ 



mneessES: ^,— > 



-^fHYEHTOH 



TRACTION ENGINES 



3^3 



(No Hodel.) 



Ho. 491.385. 



3 Sbeete— Sbeat 3 

J A. STOUT. 

TEAOTION EKaiNE. 

Patented Feb. 7, 1893. 



tJlW:^. 




WITNESSES: ^ ^ 



/^ ) 



imemon 



ATTOItNfyS- 



(N.I Mod.l.l 



No. 491,846. 



i Sbeeca— Sbeet 1 



L. M. MEDLIN. 

TRACTION ENGINE. 



Patemed Feb. 14, 1893. 




^ac^G^^ftti^ .' 



INVENTOR 
ATTORNCrS. 



No. 491,846. 



1 Sheets— Sheet 2. 

L. M. MEDLIN. 

TRAOTION ENGINE. 

Patented Feb. 14, 1893. 



eJY't 



■y-^ 



^' 3>' 



= 


c 


x>'i> 




' 


-x 


1 ■■""-^*=T 


§ 




ziz 


3^ 


1^^^ 


i 






^ 











ATTORNEY % 



No. 492,303. 



. 4 Sheets— Sheet 1. 

G. D. LOWRT. 

TEAOTION ENGINE. 

Patented Feb. 21, 1893. 




41 Jiim^T^^r: 



3,94 



TRACTION ENGINES. 



(No Uodfll.) 4 Sbeets—Sheet 2 

G. D. LOWKY. 

TRACTION ENGINE. 

No. 492,303. Patented Feb. 21, 1893. 




4 Sheetfl— 9lleR* ^. 



No. 492,303. 



G. D. LOWRY. 

TRACTION ENSINE. 

Patented Feb. 21, 1893. 




Ct.^. 



■cz: 






No. 492,303. 



4 Sbetts— Sheet 4. 

G. D. LOWRY. 

TEiOTION ENSINE. 

Patented Feb. 21, 1893. 



JT^ 



X 



(Ne Hodel.) 2 Sheets— BUeet i. 

C. E. STEATTON. 

TEAOTION ESGIHE. 

No. 492,637. Patented Feb. 28, 1893. 




' a 






a 7^- 







^. ^e«^jr^*t^'t ' , 






TRACTION ENGINES 



395 



(No UodeJ. I 



No. 492,637. 



C. H. STUATTON. 

TBiBTION ENOINE. 



2 Sheets— Sheet 2. 

Feb, 28, 1893. 





No. 493,082. 



3 Sbeets— Sheet 1. 

C. GILLETT. 

E04D WAOON. 

Patented Mar. 7, 1893. 



U-"' 

mrMssis. ^ — N 




imEHJOK 




'c^ec^^^^^C^ -. 



IHVEftJOft 
5 l/iuAM, f^ 



(No Model.) 3 Sheets— Sheet 2 

C. GILLETT. 

KOAD WA80N. 

No. 493,082. Patented Mar. 7, 1893. 



(No Hodel.) 



Ho. 493,082. 



WITNESSeS: 



,^.,.^ 




9 Sheets— 3beet S. 

C. GILLETT. 

ROAD WA(}ON. 

Patented Mar. 7, 1893. 




WITNESSES: 



S'^^vfr./J^ J 



396 



TRACTION ENGINES. 



(No Uodel.) 



No. 495,182. 



I. C. GRAY. 

TEAOTION ENGINE. 



Patented Apr. 11, 1893. 



,^X 




cPvvuC'va^^cvt 



^yyi+-*ieo>id 









(No Model.) 



2 Sheets— Sheet i 



E. FULLEETON. 

STEERlNa DEVICE FOE ROAD ENGINES. 

No. 496,053. Patented Apr. 25, 1893. 

I ^ 




Witnesses 



Jrwenion 



(Ko Model.) 



2 Sbeete— Sbeet 2. 



E. FULLEETON. 

STEERING DEVICE FOR ROAD ENBINES. 

No. 49tf,053. Patented Apr. 25, 1893. 



No. 499,114. 



2 3boet3— Sheet ] 

B. HOLT. 

TRACTION EHCINE 

Patented June 6, 1893, 

r 








Witnesses. 



Jrwentor. 




^^^..A^/t.^X'-^- 



oJXjij 









7' 



TRACTION ENGINES 



397 



Wo. 499,114. 



3 SbP9tB— Sheet 2. 

B. HOLT. 

TRACTION EN8INE. 

Patented Juae 6, 1893. 





^=F=qC ^ 



J^y.^. 



P^T 



™^ -^ 



*= 




f?2?4?wr^ 




>fe5. 



l^^^^^t^^^'C^ 



'No Model.) 



A. C. AMES 

DEI7IN0 MEOHANISM FOR ROAD VEHIOIES. 

No, 500,544. 



•1 Sbeetfl— Sbeet I. 



Patented July 4, 1893. 










(No Haabl.; 



4 Sbeetfl— Blieet 2. 



A. C. AMES. 

UEIVINO MECHAHI3M FOE HOAD VEHICLES. 

No. 500,544. Patented July 4, 1893. 



(No Hodtjl.) 



4 sneetB— Sboet 3.. 



A. C. AMES. 

DBIVINO HEOHANISM FOB BOAD VEHICLES. 

No. 500,644. Patented July 4, 1893. 














398 



TRACT/ON ENGINES 



(No Model. 1 4 Slijete— Shpst 4 

A. C. AMES. 

DEIVIHG MECHANISM FOR ROAD VEHICLES. 



No. 500,544. 



Patented July 4, 1893. 



Ay 




-^ 



7 










..^^» '/fe^ 



(No Model,) 



Z Sheets— Sheet T. 



&. W. KRAMER. 

STEEEING GEAR FOR TRACTION ENGINES. 

No, 502,230. Patented July 25, 1893. 



JTi^.J 







f 






(No Model.) 



G. W. KRAMER. 

STEEEING GEAR FOE TRACTION ENGINES, 

No. 502,230. 



2 Sheets— Sheet 2. 



Patented July 25, 1893, 



(No Model.) 



No. 502,820. 



6 Sheets— Sheet 1. 



B. JACKSON. 

lEAOTION ENGINE. 

Patented Aug. 8, 1893. 




:Fi&.9. 






Jiiventor 




fVttnessea- 






IRACTION ENGINES 



399 



No. 502,820. 



5 Sheeta— Sheet Z 

B, JACKSOK. 

TSAOTION ENaiNE. 

Patented Aug. 8, 1893. 



A^^^S. 




(Bo Model.: 

No. 602,820 



6 fiboetfl— Sheet 3. 



B. JACKSON. 

TEAOTION ENGINE. 

Patented Aug. 8, 1803. 







(l)o llodel.) 



No. 602,820. 



(Ho Hodel.) 6 Sheets— Slieet 4. 

B. JACKSON. 

TRAOIION ENeiNE. 

No. 602,820. Patented Aug. 8, 1893, 



B. JACKSON. 

IBAOTION ERQIHE. 



S Sllttti— ShMt C. 



Patented Ang. 8, 1893. 



rt^./J. 






fVttnesses: 









/nvenf.oi-i 






400 



TRACTION ENGINES 



(Uo Model 1 

G. W. ER4MER. 

BIZEEINi; OEAB TOH TKiOTIOIT ENGINES. 

No. 503,146. PateDted Aug. 15, 1893. 




(Ho Model.) 






2 SheetB— Sheet 2. 



G. W. KEAMEE. 

STEEKING flEAE FOE TRAOIIOR EHOIHES. 

No. 503,147. Patented Ang. 15, 1893. 







tilve'TttSr' 






■ G. W. KRAMER 

STEERIN8 8EAR FOB TEACTIOK EN&INES 

No, 503,147. 



2 Sbeets—Sheet 1 



Patented Aug. 15, 1883. 













(No Model,) 

J. H. STEVENSON. 

STEEBIlfO MEOHAHISM FOE TBAOTION ENBINES. 

No. 504,894, 



Patented Sept. 12, 1893 




\.nu 






TRACTION 



ENGINES 

'No Model 



401 



(Hk Model 



2 SQeetB— Sheet 2. 



J. E. STEVENSON. 

SIEEEINO MECHANISM TOR TSACTION ENGINES. 

Ko. 504,894, Patented Sept. 12, 1893. 



-Ft^.41 




B un TuJUUUlMiM 
Wli .-' ^lU^IUIMIIIBIW 

,e^ ,33 :rtf 




3 stietls— Sheet 1 
S. B. HiRT. 

STEEEINa SEAR FOP. IRiCIION EN9INES. 

No 506,5P,3. Patented Sept. 26, 1893. 







_ lat/eator 



(llo*od«l.) 8 Baeets-Bheet 8 

S. B. HART. 

SIEEEIN& SEAE FOE TSACTION ENGINES. 

No. 505,623. Patented Sept. 26, 1893. 










y 




(No Model.) 3 Blieets— Sheet 3. 

S. B. HART. 

STEEEINS OEAE FOR lEACTION ENfllKES. 

No. 505,523. Patented Sept. 26, 1893. 







402 



TRACTION ENGINES 



IKu Uodel.) 

F. BUR&ROFP. 

3EAB FOB PORTABLE ENelHES. 

No. 606,814. Patented Oct. 3, 1893. 




VITJfSSSBS 







(Ko Hodel.1 

A, T. FINKE. 

TEAOTION ENfllNE TENDER. 

No. 509,886. Patented Deo. 5, 1893. 



(No Model.) 

W. R. HITOHCOCK. 

lEVELER FOR ROAD ENGINE BOIIEES. 

No. 506,691. Patented Oot. 17, 1893. 




r_^.Z^ 











-" 






-^ 




^? 








i, /A^ 1 


^ 


V 

7t'- 


"^i 




w 






-n-~ 

o 


>M-| 


\ 






--. 


W 


L- 










,^iit^{^^^. 



(BO Moaol.) 4 Sbeets— Slieet 1. 

M. POWERS. 

TRACTION ENGINE 

No. 510,707. Patented Deo. 12, 1893. 





«Wit- 



:y<S Jhy"'^ — 



C „/ '. .-1, fl tt<rt W«l, 







'VOX^t^'uL.S ^^fH ^Wi^6^ 



TRACTION ENGINES 



403 



No. 510,707. 



,, „ ,„ 4 Sheets— Sheet 2. 

M. POWERS. 
TRACTION mOINE. 

Patented Deo. 12, 1893. 




(No Model.; 



No. 5^0,707 



M. POWERS, 

TRACTION ENGINE. 

Patented Deo. 12, 1893. 




"N^lJ^aiiU. ', n ~^^m^^ \i::>4lU^ (^^-e^ , 



(No Mcdel.) 

STEEMNS 8EAR FOR TRACTION ENMNES. 

Np. 520,688. Patented May 29, 1894. 



(No Model.) 4 Sheets— Sheet 4. 

M. POWERS. 

lEAOTION ENOIHE. 

No. 510,707. Patented Deo. 12, 1893. 



G. W. KRAMER. 




'T' 



^^.1 



\)yCVYuw«i 








^7 






yarr/^ 



'f ^e/^^ ^'"/^ 



1-04 



TRACTION ENGINES. 



C. QUAST. 

TRACTION ENGINE. 



3 Sheets— Sheet 1 



No. 521,988, 



Patented June 26, 1894. 










C. QUAST. 

TRACTION ENGINE. 



Sheets— Sheet 2. 



No. 521,988. 



Patented June 26, 1894. 







C. QUAST. 

TRACTION EN8INE, 



3 Sheets— Sheet 3. 



Patented June 26, 1894. 




No. 525,829. 



P. A. N. WINAND. 
TRACTION ENHNE, 

Patented Sept. 11, 1894. 










-t&idjx). &-a>a€&.4,Ay 



■MM^i 



BY 



TRACTION ENGINES 



^05 



iNo Modpl.) 

F. F. LA.NDIS. 

SWEBINB GEAR FOR TSACTION ENOIKES. 

No. 533,132, Patented Jan. 29, 1895. 



jns z_ 




F'lG- B- 




^w—. 



r/s.j^ 









:b 



r-r c 



^ A»J WvaNTOR 



M. L. WEBSTER & p. W. HDTCHENS. 
STEERINS DEVICE FOR IBAOTION ENOISES. 

No. 535,567. Patented Mar, 12, 1895. 

\\\ 




Wilrvesits, 






No. 537,217. 



J. J. MOORE. 

TRACTION ENOINE CAB. 

Patented Apr. 9, 1895. 



IFJ^.I. 



U a. 




(No Model.) 



No. 537,263. 



2 Sheets— Sheet t. 

R. H. ATEUT, Deo'd. 

K, R, AVEHY. Adinlnifitrator. 
ROAD ENGINE. 

PatenCTBir. 9. 1895. 




Wifnc'SSGci. 




Jnvenfor 




406 



TRACT ION ENG/NES^ 



K. H. AVERY, Deo'd. 

F. R AvRHY. Adtnltilstralof, 
ROAD ENGINE. 



2 Sheets— Sheet 2. 










(Ne Model.) 



No. 538,574. 



G. A. ANDERSON. 

TRAOIION ENGINE. 

Patented Apr. 30, 1895. 




WITJVMSSB.I 






(No Model.) 



No. 53i),574. 



&, A. ANDERSON 

TRACTION ENGIKE. 



.^ Sh':ets— Sheet 1. 



Patented Apr. 30, 1895,- 




(No Model.) 

No. 538,574. 
^8 



3 Sbeotfl— Sbeet 3. 

G. A. ANDERSON. 

liACTION EN6IHE. 

Patented Apr. 30, 1895. 



^ -1^' 




^ (^ Allar. 



TRAC'r'ION ENGINES 



407 



(Ko Model . 2 Sheets— SSeet 1. 

E. T. WRICHT. 
BRAKE FOE ROAD ENGINES, 

No. 539,013. Patented May 7, 1895. 







WITNESSES: 



INVENTOR 

BY 



ATTQRNEY 



, iiheeLs— Sliefcl I 



E. T. WEIGHT. 

BRAKE FOR ROAD ENBINES. 

Ko 539,013, Patented May 7, 1895. 




WITNESSES: 



^ INVENTOR 
BY, 



ATTORNEY 



F. M. THEISEN. 



(Ko Model.. 

3TEEEI1I0 DEVICE FOE TRACTION ENGINES, 

Ho, 539,926. Patented May 28, 1895. 



(Ko Model.) 



2 SbfletR— Sheet ) 

C, F, OODDAED. 

STEEEIRG KECHASISM FOR THRASHING MA0HIHE8. 

No, 542,521. Patented July 9, 1895. 




,^g^ 











408 



TRACTION ENGINES. 



VflO H0lj3l 



2 Sheets— Sheet 2 

C. F. GODDABD. 

STEEBING MECHANISM FOB THRASHING MACHINES. 

No. 542,521. Patented July 9, 1895. 




W, C. HANCOCK. 

LEVELINS MACHINE. 



No. 546,287. 



Patented Ang. 27, 1895. 






i&l-^ts^T^A^ ^: ^ 



JZ?zyen&?r^ 



'^ 







(No Model.) 



3 Sbeets— Sheet 1. 



(Ro Model.) 



3 8heets~Sbeet 2.' 



&. W. LEWIS. 

HOTOE rOB TEAOTIOH ENSIHES. 

No. 545,962. Patented Sept. 10, 1896. 



G. W. LEWIS. 

MOTOR POE TEAOTION ENBINES. 

No. 545,962. Patented Sept. 10, 1895. 



I 














Jyiven&r 



^.iSau&uj. nv^ t /i.*vivu_ 



a^i 



TRACTION ENGINES 



409 



G. W. LEWIS. 

MOTOR FOK TR4CTI0N ENOINES. 



J SheetB— Sheet 9 



No. 545,962. 



Patented Sept. 10, 1896. 




Zg^:. 



1 




A' \ 


j 1 




1 ' 






s 


^ 


fc-"^' 1 






H 


p-i 


c^ 


^\ 


px 


1 




A^ i 


i ^ 



Jz^6. 
















(Mo Model.) 

P. H. FLANSBTIRG. 

TRACTION ENGINE.' 

No. 547,205. Patented Oct. 1, 1896. 










^inJu ^ (J?a-,^-«£a,^ 






No. 548,470. 



E. J. SHRADEE. 

TRACTION ENGINE. 

Patented Oct. 22, 1895. 



J Sheets— Sheet 1. 



E. INGLETON. 

TRACTION ENGINE. 



No. 549,795. 



Patented Nov. 12, 1896. 




/•>-^.J 












-^-^6' 




I'/'rwfssfS- 



(S^'^ 



4/0 



TRACTION ENGINES_ 



Ko. 549,796. 



2 Sbestt— Rteel £ 

E, IKPrLETON, 

TE40II0N EN9IKE, 

Pateated Nov. 12, 1895. 




AfTORNHYS. 



INuMi.ddl.) 

F F, LANBIS 

STTIKIHO OIAB F08 TRACTION ESOINES 

})o 65L'19J Patented Deo. 17, 183&. 










o&tj €Utc^^«lJ 



(No Uodel.) 



J. M, PULLER. 

8TBESING CONNECTION FOR VEHICLES. 



2 Sheets— Sheet 



Ko. 552,524. 




Patented Jan. 7, 1896. 



iKo Model.) n Sbriels— She.et 2 

J. M. FULLER. 

■ STEESIN& OONNEOTIOS FOa VEHIOIES. 

No. 552,524. Patented Jan. 7, 1896. 







■^ 




ttitrteM-ej : 



7^^^ 









r7 



7^ 



TRACTION ENGINES 



411 



C. 0. HEGGEM. 

STEiM STREET EOLLER. 



befets— Siieei 



Ko. 564,421. 



Patented Feb. U, 1896. 




^ OrK4^'^^^^^ 



No. 564,421 



C. 0. EE6GEM. 

STEAM STREET ROLLER. 

Patented Feb. )1, 1896. 







No. 554,421, 



:. Sbeets— SLeet 3 

C. 0. HEGGEM. 

STEAM STIEET ROLLER. 

Patented Feb. 11, 1896. 



No. 556,346. 



3 Sheets— Sheet 1 

S. B. GRAY. 

TRACTION EH8IHE. 

Patented Mar. 17, 1896. 




^^ JXYEMTCm 



'1 ' Jlljy/Tm. 




Itit/Ksae^: 






JaibrtiJUiC,. 



412 



TRACTION ENGINES 



No. 556,346, 



3 SheetB— Sbeet 2 

S. B. aEAT. 

TRACTION ENGINE. 

Patented Mar. 17, 1896 







mttor/cLtfp. 



S. B. GEAT. 

TRACTION ENOINE. 



1 ShoetB— Sheet 3, 



No, 556,346. 



Patented Mar. 17, 1896. 







.Jlitpr-i-^p 



No. 557,329. 



3 SbeetB— Sheet 1. 

H. C. HICKS. 

TRACTION ENOINE. 

Patented Mar, 31, 1896. 














3 SliQetL— Sheet 2. 

H. C. HICKS, 

TRACTION ENOINE. 

Patented Mar. 31, 1896. 







•J^4 









l^t'ttfU'rt^ \w^. 



TRACTION ENGINES 



4/3 



No 557,329 



3 Sli«l:— 31ie<-'. 3 

E C. BICKS. 
TEiCTIOll ENGINE 

Patented Mar. 31, 1896. 




(No Model k 2 SbeetE— Sbee< I 

N. WEILER. 

STEERING DEYIOE FOE TBAOTIOS ENOIHES. 

No. 559,643. Patented May 5, 1896. 



ig/ ->S&v^^ C^cnZoT? ^y£^uy^. 





yy/TN ESSES, 



/Irroff/ver. 



.noMfiJel.' 2 Sluets— Sheol 2 

H. WEILER. 

STEEEIKS DEVICE FOR TRACTION ENGINES. 

No. 569,643. Patented May 5, 1896. 



(Ho Model. 1 2 Sheets— Sheet 1 

A. HAREOLD & W. H. PFRIMMEE. 

STEAM STEERING SEAS. 
No. 560,129. 



P.atenWd May 12, 18 







yifi TNE35E3. 

M y>i 7f-&*. 



JNVENTOR, 



t'-K 
isis 




-:r- 1;-".- 

m 















i^i 






/rw. 



J33 



4/4 



TRACTION ENGINES. 



(Ho Itiodel.) 2 SbeetB— Sheet i. 

A. HABKOLD & W. H. PFRIMMEB. 

STE'aH STEEEINa SEAR. 

No. 660,129. Patented May 12, 1896. 



E. HUEER. 

TEAOTION INOINZ. 



No. 563,177. 



Patented Jane 30, 1896. 





-^ ^ 














^JUa 






^^•^^"^^^t^Ii^..^, 



E. HUBEE. 

THAOTION ENOINE. 



No. 566,900. 



Patented Aug, 18, 1896. 



(Ho Model ) S Slieeta— Sheet 1 

C, KELLEE. 

TRACTION EBGWE. 

No. 566,769. Patented Sept. 1, 1896. 







^' Tt^ X ^ 







CWruLJ. 



Inventor. 
^4ttoTDey. 



TRACTION ENGINES 



415 



C. KEbLEB. 

TRAOTION ENOINE. 



3 SlieslB— Sheet 2 



Ko. 566,768. 



Patented Sept. I, 1896, 



9) 



Witnesses. 




Jnven tor. 

-Attorney 



(Ho Monel,) 



No, 566,769 



C, KELLER. 

TBAOTICN, ENGINE, 



d Sheets— Stieet f> 



rig-. 3. 



P.atented Sept. 1, 1896. 




Fisr '/. 




Vr'itneS&es 






In yen tor . 
yl tloruey 



{Ha Model.) 

G. C, STEVENSON. 

STEEBINft DEVICE POK TKAOTIOlf EH8IHE6. 

No. 667,696. 



.iNo Hodel.) 



2 SheetB^-Siioet t. 



Patented Sept. 16, 1896. 




wveurofi 

^ nrrOftNEfS 



E. PEOUTY. 

POWER TRANSMITTEU FOB ROAD WAO0N8. 
No. 570,501. Patented Nov. 3, 1896. 







Jf/\i y £ rsi Ton- 
Enoch pRoviy 



His jiTTO/XNEY % 



416 



TRACT/ON ENGINES 



(No HodeL) 



2 SbeetB— Sheet 2, 



E. PRODTY. 
POWER TRAN3MITTEK FOR ROAD WAOONS. 

No. 570,501, Patented Nov, 3, 1896. 







-Xr>/ ^ eA/ T o/T: 






t ^rTo/Tr^eY<S. 



(Mo Uodel.) 



2 Sheets— Bbeet 1. 



R. S. ANGELL, 

TRACTION ENOINE. 

No. 571,326. Patented Nov. 17, 1896. 




V\7"ilr i"e"55ES_ 






&^ &cL 



(Ho Model.) 



2 SbeetB— abeet 2. 

R. S. AN&ELL. 

TRAOTION ENGINE. 

Patented Nov, 17, 1896. 




No. 571,964, 



JPigX 



2 Sheets— Sheet 1 

J. F. ADAMS 

STEERING MECHANISM. 

Patented Nov 24, 1896, 



*'^.- 'f".i;;"W---..*K=---v-"=^^^^ 











Witnesses: 



^ 



■*.Q^,Oirt-«-«*»**»-t-«-'^>»'«^ 






TRACTION ENGINES- 



417 



J. F. ADAMS. 

SXIERING MECHANISM. 



2 SbeetB— Sbeet 2 



No. 671,964 



FiQ.S 



Patented Nov. 24, 1896. 




.^g,.,«^:^?SS— ~-<- 



»* 






-Mlys. 



A. E. PRICE. 
TEAOTIOK ENOINE. 



No. 576,764. 



Patented Feb. 9, 1897. 




■^S'itMeaaca 









(flo Model.) 

W. MAYBACH. 

FOBTABLE HYDEOOARBOK BHOINE. 

No. 577,167. Patented Feb. 16, 1897. 



-(No Model.) 5 Sheets— Sbeet I. 

A. J. MARTIN. 

TRACTION ENGINE. 
No. 678^888. Patented Mar. 16, 1897. 




70h£ .JCatJtAtt^t 



It 'i mf/f .• ?f^^g^/r 



ji^P7^f»pi 




418 



TRACTION ENGINES. 



A. J. MARTIN. 

TRACTION ENGINE. 



5 3hadtB— Sbset f. 



No. 578,888. 



Patented Mar. 16, 1897. 




invcnro/! 






A. J. MARTIN. 

TRACTION ENGINE. 



5 Shoetfl— Sheet />. 



No. 578 



Patented Mar. 16>, 18S7. 








^l^ 




VITHISSES 



■^ 



' tuomlEr. 



(Ho Model.) 



No. -578,1 



, ,_ _ 5 Sheets— Sheet 4 

A. J. MARTIN. 

TRAOIION ENBINE. 

Patented Mar. 16, 1897. 



IZ-ig-.tf 



(Ho Model.) 5 Sheets— Sheet 5 

A. J. MARTIN. 

TRACTION ENGINE. 

No. 578,888. Patented Mar. 16, 1897. 




-i^. 



■ r. 



zE-zjcf.e. 




mWv^ 



■jAJaa^ 







TRACTION ENGINES 



419 



W. 0. WORTH. 
TRACTION EHOINZ, 



9 Sbeeta— Sbeel I 



Patented May 4, 1897. 







;..„...^>^...«<-j4^< ^—^^•^^^^'^ 



.'Ift-'ynfi-S.I 



W. 0. WORTH. 

TSAOTION EnGINE. 



3 8beo:«— Bbeet 2. 




,i^. 4S. 



v5^.^- 




So. 581,951. 



3 Sheets— Sheet 3. 

W. 0. WORTH. 
THAOIIOU ENfllNE. 

, V Patented May 4, 1897. 



(Ho Uodel.) 7 Sheets— Sheet 1. 

G. G. SCHROEDER. 

THACTION ENBINE. 

No. 582,317. Patented May U, 1897 














TT.d. Jc^^^^. 



_,,-^^2-c-ei_-;»'-c-*'-c.^^^rr^ 



M^'-^ 



AZO 



TRACTION ENGINES^ 



G, G, SCHROEDER. 

TEAOTION EHBINE. 



~ Sb«etB— gtieoC2 



No 682r317. 



Patented May U, 1887, 







^?t-i. 



(No Modal.) 



No. 582,317. 



G. 6. SCHROEDER. 

TBACTION ENOIN£. 



7 S)[.)6te— Sbeel 4.- 



Patentod May 11, 1897. 




n.dLJ^ 






<-<^<^SKt 



\^L^i ^ 



No. 582 317, 



■7 saeets— ,>he^t 3 

G. G. SCHROEDER. 

TEAOTION INalNE. 

Patentsd Mav n, 1897 




Tr.Jj^ 



,^ ^.^^..,..^_,-=^<J 



^y 



Mft-^s 



(Ho Model.) 



No. 582,317. 



7 Stieets— bneni b. 

6. G. SCHROEDER. 

TBACTION EHOIKE, 

Patented May 11, 1897, 




77 J. J^ 



^^ 



Gmofom G.Sr^if^rti'T. 



..^^t-^'^.^'^^ 



TRACTION ENGINES 



421 



No. 582,317. 



7 ShoelB— Sheet 6 

G. G. SCHEOEDEE. 

TRACTION ENGINE. 

Patented May U, 1897. 



jg** 



OJ 



.^ 



^' 



f\ 






isgin; 









9rA cZ 



'c^t-^-i—. 



^:y 



1 Sbeeta— Sheet 7 



No. 582,317. 



G. G, SCHEOEDEE. 

TBiOTION ENGINE. 

Patented Uay 11, 1867. 











^ 






,^^'€^^^ 



Ho. 586,871. 



P. SCHMITT. 
TEBDES FOB TRACTION EHGINIS. 

Patented July 20, 1897. 



E. K. BUTTON. 

EOAD LOCOMOTIVE. 



3 Sheets— Sheet 1. 



No. 587,714 



Patented Ang. 10, 1897. 




GXe^. A^. 




:'oCA 






flttoM+41jfi. 







Inventor 



^22 



TRACTION ENGINES 



E. K. OrjTTON, 

ROAD LOCOMOTIVE. 



S SBcets-Shfrt 2 



E. K. DOTTOn, 

ROAD LOCOMOIIVr 



' Sheots— Stinet ! 



No. 587,714. 



Patented Aug. 10, 1897. 







No. 587,714. 

0! 

O 
s 



Patented iug. 10, 1897 



M 



\j/i 



tRSS" 



!5^1 



\ 



II) Ct 



«' 



Si . fV=?i-m 






Wdntau 




% 



i VM0% 



^' 



IrVEHTOB. 

Helmut i^Muad/9(' 









to 






*» 



5i' 



^ 



,N 



l(ii 




H 






is^a^ ^ 



(5^ 







X.NVCttTOft. 



No. 588,877. 



2 aiieets— Sheet 1. 

C. QUAST. 
TEAOIIOH ENGINE. 

Patented Aug. 24, 1897. 



C. QDAST. 
TEAOTIOII EHC-INE. 



2 Sheets— Sheet 2. 



Ho. 588,877. 



Patented Aug. 24, 1897. 











f2f^.7:ji^^.ML- 



TRACTION ENGINES 



A-23 



Ho. 591,027 



W. S.WOOTTOK 
?OAB ■ESGiHE. 

Pateated Oct, 5, 1897 



N' 







./ifii. 



No, 591,027, 



W, S. WOOTTON 
BCAD EN01»E. 

Patented Oct. 5 1897 




fHUiamyiS'.Hdo^n. 



{No Model.) 



No. 591,027 



e 3I1MU— Sbeet 3 

W. S. WOOTTON. - 

BQAD EKGINE. 

■ Pateutod Oct. 5, 1897. 



-^-sik^^^K 



No. 591,027. 



5 Siieets— Sheet 4. 

W. S. WOOTTON. 

EGAD EKSINE. 

Patented Oct. 5, 1897. 







t 













424 



TRACTION ENGINES 



No, 591,027. 



5 Sheets- Slii,|;l .^ 

W. S, WOOTTON. 
ROAD ENGINE, 

Patented Oct. 5, 1U97. 



^^^/^ 




JFio:^ 




(No Model.] 

0. OLSON. 

AUIOMATIO VEHICLE STEEHIS8 DEVICE. 

No. 593,642. * Patented Not. 9, 1897. 













ial^tiyAov. 



OkaAiiy, Cx&a-tx. 



No. 594,866. 



3 Sheets— Sheet 1. 

J. M. FULLER. 
TENDER FOR TRACTION ENGINES. 

Patented Doo. 7, 1897. 



(No Model.) 



3 sheets— Sheet 2 

J. M. FULLER. 

TENDER FOB TRACTION ENGINES. 

No. 594,866. Pa tented Deo. 7, 1897 . 














TRACTION ENGINES 



425 



{Mo Ho{lel.} S Sbeets— Sbeet 3 

J. M. FULLER. 
TENBEB FOS TSAOTION EN8INES, 

No. 594.^66. 



Patented Dec. 7, 1897. 



cJi^. S, 




^^.^ 








y ^\i'S^^™xiG^.;J3a^0Ywliv,ftrtij, 



(No Model.) % SlieetE— Sheet 1 

W. B. SCHREIBER. 
6TEERIHQ DETICE FOR MOTOE VEHIOLES. 

No. 596,254. Patented Deo. 7, 1897 



<5d 




'^Vi^MCOOCA 







W. B. SCHREIBER. 
STEEEIN8 DEVICE FOR MOTOR VEHIOLES. 



S Sheets— Sheet 2. 



A. & J. SMITH. 
TRACTION WHEEL. 



2 Sheets— Sheet 1. 



No. 595,254. 



Patented Deo. 7, 1897 






No. 697,594 



Patented Jan. 18, 1898. 








KJU^'^xJ^^ 



F*ifk 






426 



TRACTION ENGINES 



No. 597,594, 



S SLeets— Sbeet : 

A, & J. SMITH. 

TBAOTION WHEEL. 

Patented Jan. 18, 1898 




^"""^^ 



(No ModcM n Slip^IS Shtct I 

E. 6, FEEeUSON & J. P. HOLMEN. 
TENDEK rOB TEACTION ENGINES, 

Do. 601,225, Patented Mar, 22 1898, 




wmsscs 



(No Model, 1 2 SheetB— Sheet 2, 

B. G. FERGUSON & J. P. HOLMEN. 
TENDER FOE TBACTIOK EN(}INES. 

No. 601,225. Patented Mar. 22, 1898. 



No, 602,310. 



4 Shcets-Shee^ 1, 

B, J. DIPLOCK. 

EOOOMOTIVE. 

Patented Apr. 12, 1898. 




VIITN£SSeS : 






ATTORNEYS 




^ffMi -ses. 






TRACTION ENGINES 



427 



B. J. DIPLOCK. 

LOCOMOTIVE. 



i 8heet&— Sheet E 



Mo. 602,316. 



Patented Apr. 12, 1898. 










B. J. DIPLOCK. 
LOCOMOTIVE. 



\ Slieets— Sheol 3 



No. 602,310, 



Patented Apr. 12, 18 










B. J. DIPLOCK. 

LOCOMOTIVE. 



4 Sheets— Sheet 4. 




No. 604,006. 



H. C. DUENSINU. 

TRACTION WHEEL. 

Patented May 10, 1898. 







WITNESSES 



INVENTOR 



L, ATT'Y. 



428 



TRACTION ENGINES. 



C. B. BOSTWICK, 
POWER HECKANISM FOB TRACTION ENGINES 

rAi.i.i,p^iio,. r,i.,i N..V ;,■! iv,.t i 



Patented July 12, 1398. 




^ w/w^sses f I 



No. 607,014. 



n. B. BOSTWICK 
POWER MECHANISM FOR TRACTION ENGINES 

(.Vpi,llC^tlOu aifd !*0v 23, IStlr.) 



Patented July 12, IS98. 



3 Sl>u»ts-Sheel 2 







C. B. BOSTWICK. 
POWER MECHANISM FOR TRACTION ENGINES. 

(.\pi.llcatioi, flW Kii- :3. ISUT., 



Patented July 12, 1898. 



3 Sheots-Sheet 3. 



No. 607,308. Patented luly 12, 1898. 

L. WATKINS. 

WAGON STEERING AND DRIVING MECHANISM. 

(Apvlir:il!ou Glod Aug, 10. ISA".) 

INc Model.) „ 3 Sh8Bls~8heBl I. 




-:F'pgr.'S:. 



~w: 



'/ /////////////////^ //•/^/ ^S'^SSS'^S^ 



wwwyl 



:^oar.e. 



'.^- 







j..^..„l 


// / 




.'x/^. 



— ^ y//THESS£S 













■ tTTom^rs 



TRACTION ENGINES. 



429 



I. WATKINS. 
WAGON STeERIIIG AND DRfVING MECHANJ3M 

(AppllLnUou 6ln! Au( 10. IMT.) 



Pfttenled July 12, )B98. 



3 Sh«(tt-Shi8t 2. 



■^^•3. ^ 










L. WATKINS. 
WAGON STEERING AND DRIVING MECHANISM 



Patented July 12, 1898., 



3 SheMi-Shcti % 



Tiq. 5 



QK >lriK'. f l-'h \.K^< O* 




//\^- /Zcy^*£a'<^a^. 



S. B. GRAY. 
TRACTION EN6INE. 

lApiibOLlion flitd Ftd. 9, 1B07 



Patented Aug. 2. 



S. B. GRAY. 
TRACTION EN6INE. 

lAiipUutlaa flltd T«h, B, IBBT.) 



Patenten nui}. :£, 1898. 



8 Stigeti-Sheet i. 




















S. f3. '2n-t-^ 



430 



TRACTION ENGINES. 



No. 608,517. 



S. B. GRAV 
TRACTION EHGirtE. 

.AMUcalloa Btad lib. S. ie»T ) 



PAtentod Aug. ;, 1898. 



No. 60S.5I7. 



S. B, BRAY. 

TRACTION ENGINE. 

iAvpIl:>tloB Blr<i Frt, 8 tSB? 



Sbiili-Shtel 3. 



Patmted Aug. 2. 1898. 



8 Sbeeta- St>ect 4. 











^\ jTu/eator': 



S. B. GRAY. 
TRACTION ENGINE. 

lAjiplictUoB Uod Ffb. a, IGOT.J 



Patented Aug. 2, 1896. 



S. B. BRAY. 
TRACTION ENGINE. 

lAppUutln filed Ftb, S. levi.1 



''atented Aug- 2, I8<J8. 



8 Sheets-Shael 5. 



8 Sbsati— Sfaiat 6. 




1^ m^^A^ 











' Qjil^^AXa. (k^^^^>^^^ 






TRACTION ENGINES 



431 



S. B. GRAV. 
TRACTION ENGINE. 

.ApplinUon film FiIl S, I 



Patented Aug. 2. 1898 



ShBBU- SKeel 7. 




■1^ ^ 



'^i\ 






^J'rtvtjUbr- 



S /3 -Sro^ 



No. 609,253. 



B. C. VANDUZEN. 
TRACTION ENOINE. 

(ApplUktUn tiat a^L 13. ISM. I 



Patented Aug. IS, IfiSS. 



le Sbecti— $b«ft I. 




Attest.. 



y 



(^'^a^ii^c^ 



'V 



XiYvexitoTT. 



S. e. GRAY. 
TRACTION ENGINE. 

■APPU5.U™ ni-J l.b. S. 1(107 



Pat?<ued Aug. 2. 1896. 



B ShuDts-Shoel 6. 







___XttVeiitar: 

S /J. -^tk— y 

JUltoritetfr' 



B. C. VANDUZEN. 

TflACTION ENGINE. 

(ApvUnUciB BlBd Bipt. 13. I6M.) 



Patented Aug. 16, 1898. 



19 Shsets— 3be«l 2. 




InyearvCor. 



432 



TRACTION ENGINES. 



B. C. VANDUZEN. 
TRACTION eiieiHE 

lAppUotUau IU>4 B>pL 13, ISDJ 



Patented Aug. 16. 1898. 



B. C. VANDUZEN. 
TRACTION ENGINE. 



Patented Aug. 16. 1898. 



18 Shpotj— Sheet 3. 



19 Sheets~Shf«l 4. 








sn 



IrLyeitXor. 



^tte.t.. 




, mventor. 



B. C. VANDUZEN. 
TRACTION ENGINE. 

(AprUCBUCD tiled 9«pt. 13. IBM.) 

— .G, — 



Patented Aug. 16, 1898. 



Nj. 609.253. 



19 Shceti— Sheet C. 



B. C. VANDUZEN. 
TRACTION ENGINE. 

(ApplicaUoD mti Sepv 13. 1BS4.| 



Patented Aug. 16, 1898. 



19 SheeU— Sheet S. 






^^i5<(iS^r-< 



jnveTitor. 



^tXest, 



invervtior. 



TRACTION ENGINES 



433 



No. 609,253. 



B. C. VAN0U2EH. 
TRACTION ENGINE. 



Pateoted Aug. 16. 1898. 



19 Shceti-Sheel 7 




invenXor. 



B. C. VANOUZEN. 
TRACTION ENGINE. 



Patented Aug. Ifi, 1898. 



19 Sh*iti-8hiil a. 




IxtvenXar- 



B. C. VANOUZEN. 
TRACTION ENGINE. 

lArpli.-»liaa BliJ t>pl i' IHSU 



Patented Aug. IE. 1893. 



I Sheels-Shsel 9. 



B. C. VANOUZEN. 
TRACTION EHCINE. 

lAprUntMS film Opt. 13. IGO^i 



Patented Aug. 16, 1898. 



19 Shitli— ShttI ID. 



f^\ 




Bff.lB 




J^ff-20. 



^E^ 



Atteal, 



irLvertboTr. 



Attest 







LnveruLor. 



434 



TRACTION ENGINES 



B. C. VANDUZEN. 
TRACTION ENGINE. 



Patented Aug. 16. 1896. 



19 Shieta— Sheet II 




Inyejotpor. 



No. 609,253. 



B. C. VAKDUZEN. 
TRACTION ENGINE. 

(ATpllMUem BM tvpL la, IBM.) 



Patentei) Aug. 16. 1898. 



Shaetfl-Slieet 12. 







. Itvv eriijor. 



B. C. VANOUZEN. 
TRACTION ENGINE. 

rAppUc«.tloa tiled B«iit, 13, 181^4 



Patented Aug. 16, 1898. 



19 SheolB-SlicBt 13. 



Ne. 609.253. 



B. C. VANOUZEN. 
TRACTION ENGINE. 

(AppIlcoKoB fllkl Sept. 18. 1804.) 



Patented Aug. 16. 1898. 



19 SheetB— Shoel 14. 



1^ 



TT T^ 









0&f^fcCC,ic^ 






TRACTION ENGINES 



435 



B. C VANOUZEN. 
TRACTION EKSINE. 



Patenled Aug. I6, 



19 SbccU-Snari IS 




XriyentjOT'. 



8. C. VANOUZEN. 
TRACTIOH ENfilHE. 

lAp[>bcUMS DU4 %rfl IS. ISM I 



Patented Aug. is |898. 



19 Shtiti-Shtil IB 




^ 



•t. 






B. C. VANDUZEN. 
TRACTION eiieiNE. 

(AtrlwmtieB U^d e.p«. IS. IBS*.! 



Patented Aug. 16, 1898. 



No. 609,253. 



B. C. VANDUZEN. 
TRACTION ENSINE. 



19 Shiili— Sl>««l c 



Patented Aug. 16, 1898. 



19 Shecli— Shed (B 



JUr.U 





On 
oa 






/) 



fsn 




Inyejitor. 




'iA^oatMi/<. 



invenboT. 



436 



TRACT/ON ENGINES. 



No. 609,253. 



B. C. VANDUZEN. 
TRACTION ENGINE 

lAFpllcMiCB ei*d BtpL 18, 1894 I 



Patonled Aug. 16, 1898. 



19 Sbiett-Sheot le 



R. J. ZERBAN, Jn. 
TRACTION ENGINE. 

(Appllutlon 81«l Apt. 37. ISOB. 



Patented Sept. 20, I89S 



3 Sheeis-Sh8H I 




l-\M^ 






.i^A«Z^Eii:»t 



^.^t4/a.*M.tU, ^ ^tunj^j^a*^^ 







R. J. ZERBAN, 1». 
TRACTION ENGINE. 

.ArplluUin EIrf Apt- 37, 1888 , 



Patented Sept. 20, 1898. 



R. J. ZERBAN. IR. 
TRACTION ENGINE, 



Patented Sept. 20, 1898. 



3 SheelB— Stie8t 2. 



3 ShetU-SItBBl 3, 







v" ^. _ 




0' f'.^ ^' ^ "/ ,2' 



J-JTCJ 



"MES. 



WIFNESSt'S ,■ 




"^^7 



i>' 



imENTOfl 



A 



<?' 



TRACTION ENGINES 



437 



No. eii.ess. 



W. S. KELLEY. 
TRACTION ENeiNE TENDER. 



Patenttd Oct. 4. 1898. 



2 SbSftk-ShBtt I 



W. S. KELLEY. 
TRACTION ENGINE TENDER. 



Palentid Ool. 4, IS9S. 




a Sb<Btt-sb**i 2. 



^?2..^V^^--*/^- 




^.t.^>9TX-| 






fc^ 



C. L. 4. R. A. SCHULTZ. 
TRACTION ENGINE. 

lAppUalMD QJxl M»r B. ISB7 I 



Patented Oct. 4. 1896. 



2 Sheeli— Sheel I 



C. L. «. R. A. SCHULTZ. 
TRACTION ENGINE. 

(ApplloCiaa Ucd Ku. B, ISST.; 



Patented Oct. 4. 1898. 



2 SbeelB-Sbeel 2. 



Tva,.3. 





cM! 



T.g,. 4- 










NJv\«v**»eft-. 



'^- f/.(LM'-''-^(Tyy^ 










'^ -// i^:^w^^^->^f" 



\^t.\ 



KttV.. 



438 



TRACTION ENGINES. 



No. 614,918. 



K. F. WirTEHKYER. 
TRACTIOK ENGINE. 

I^ppliullaa aJD4 KV. a. IIM.I 



Patented Nov. 29, 



A. F. WITTENMYER. 
TRACTION ENGINE. 



2 SheetB— Sbsel |. 




Patented Nov. 29, 1898 



2 Sh«e1»-ShB6t i. 




Me/7 2^ ^//j^nm r/tf/i 








No. 616.257. 



A. H. REBER. 
STEERING MECHANISM FOR TRACTION ENGINES. 

(ApfUckllgn iU*d Juu« in. lauil.. 



Patented Dec. 20, 1898. 



V. JOHNSON. 
,KOW OR ICE VELOCIPEDE. 

,AppU»Uoa Bind Xu, 7, JSOS.) 



Patented Ian. 17, i89S. 



<L^_^ 




Fie. I 




F/G.Z 





/o 






U«f- 


"Hf 








rnjry 


ill,,'" 


\ 


\ ' 


.' %, 


»■ % 








S.^J 



6m/^/^^^. 



AtToi-ncy 




ib_,uJ- rf)-.™:„«.j^ 



TRACTION ENGINES 



439 



H. VESSEY. 
P(;RTtBLE ENSIKE TRUCK 



Pattntei! Jaf. 31. 1859. 



3 StKcli-Sbaet t. 








( ) 



I 
I 



Inventdh 



/ic, 



^^^'y t^M-lC^^. 



^a: 



4^x> 



H. VESSEY. 
POIIT«BI.E ENGINE TRUCK. 

(ArniMUBS ai>d Anv 8. IMS ) 



Patanted Ian. 31, 1899 



3 Bhtfli— Shitt ;. 




Invetntor 






H. VESSEY. 
PORTABLE EHeiNE TRUCK 

(AppUcatlsa DJKl Aa«. 0, 18B0.) 



FatBnted Jan. 31, 1899. 



J. Mcr. HAmLTON. 
TRACTION ENGINE. 

|Ap;di«ll(rB 01*4 ■•PI. B, ISM. , 



a Shteli-ShBDl 3. 



Patantad Feb. 21, IB99. 



4 Sht«ti~Shi«t I 



*\ III I III 



imr 





WiTNESSeS 



Inventor 




440 



TRACT/ ON ENG/NES 



No. 620,030. 



J. McF. HAMILTON. 
TRICTION ENGINE. 

lApTUtsUn ai*d a*in. a, IMS.) 



Palentld Fsb. 21, 1899. 



4 Sh>»ti-3hatl 2. 



No.. 620,030. 



J. McF. HAMILTON. 
TRACTION ENGINE. 



Paltnteil Feb. 21, III99. 



4 Shseti— Shaft 3 








.&J«^/;.^£i^ 



No. 620,030. 



J. McF. HAMILTON. 
TRACTION ENGINE. 

lAppUoUni Blt4 B*pt. S, IB88.) 



Patented Feb. 21, 1899. 



4 3hBata~Shael 4. 



No. 620,735. 



G. CASHMORE. 
TRACTION ENGINE. 

(A;pUutlQ£ Uad S«. 90. IBOT.) 



Patented Msr. 7, 1899. 



2 Sbaala— Sbeat I. 




3/ 36 



V'^Ti^ 



. G. 




66 



6-*-ra: ^!' 



6S 

et3 







?^ 



G3 










TRACTION ENGINES 



441 



G. CASHMOflE. 
TRACTION ENGINE. 

'Apeik>tuB Biid DK 3D. lea: 



PitentsD Mar. 7, 1899. 



3 SbeeU— Sheet Z. 




I. SEDGWICK. 
TRACTION ENGmE. 



Patsiiteil Mar. 14, 1899. 



2 Shiiti— Ihttt I. 




Witnesses; 



Inventor 
Itm "Wvhj-o UX. StC 



Attorney 



No. 621,158. 



I. SEDGWICK. 
TRACTION EHEINE. 



Patentml Mar. 14, 1899. 



2 8haati-Sbi»l 2. 



No. 622,729. 



A. STUTZMAN. 
TRACTION ENGINE. 



PaUated Apr. II. IB99. 



2 Sheeli-Sheel I 




Witnesses: 



Inventor 

c„j"Wvu^ ur. Sec- 

^ Attorney 










442 



TRACTION ENGINES 



No. 622,729. 



A. STUTZMAN. 
TRACTION ENGINE. 

.A|ipll»tian Slr.1 M>7 



Patented Apr, II, 1899. 



2 SheeU-Sl.eel 2. 




G. W. MORRIS. 
TRACTIOH ENGINE. 

lAppUcUlda fllwl Kai. B, IBM.) 



Patented May 30, IB99. 



SSheatt-Shiat I 




miJfSSSSS: 



iJrrjsjtrrox: 






JDwaitar 



No. 626,077. 



G. W. MORRIS. 
TRACTION ENGINE. 

(AppUutlOB ei>B Ku. B, IBSa 



Patented May 30, 1899. 



5 ShBBti— SbBBt 2. 



G. W. MORRIS. 
TRACTION ENGINE. 

(AmUCBtlBB eiad Ku. B, 16B8.1 



Patented May 3D, 1899. 



6 ShBBtB— SbBBi 3. 




mou^^: 






_—IImierit'pr: 







'&iuA6a: 



m:zM.x. 



'Du'eJitdr: 



TRACTION ENGINES 



443 



No. 626,077. 



G. W. MORRIS. 
TRACTION ENGINE 



Patonieii May 30, 1893. 



5 Shagti-Slitat 4. 




S^ 7 i ■ • * ^y:~^<^ff^* ** 






e. W. MORRIS. 
TRACTION ENEINE 



Patented May 30, 1899 



5 Sbaiti-SbBft 5. 










J. M. CHAPPEL. 
TRACTION ENEINE. 



ratented June t;>, io9tf. 



No. 626,666. 




J. M. CHAPPEL. 
TRACTION ENGINE. 

lApplintlan aiid Juni 39, 1009,1 



Patented June 13, 1899. 



3 Shcat)~Sh«el 2. 



\iy,in==, 



f3^ ^^irit*?*^ Itornejs. 







44A 



TRACTION ENGINES 



No. 626.666. 



J. M. CHAPPEL. 
TRACTION ENGINE. 

lAppUcrlun Bhd JUB* aS. lAM 



Patanted .(line 13, 1899. 



3 Sheatg-Sheul 3. 




Wilijcs; 




\by.^^e5& 71 Mornzys. 



Nc. 627ISQ. 



E. HUEER. 
TNACTIOfl ENGINE. 



Patented june 20, IB93. 







^.^.^ 









REISSUES. 

TRACTION ENGINES 



444 a 



2 Slic:ts--Siieet 1. 

R. C, PARVIN. 
Improvement in Traction Engines. 

No. 4,753. Reissued Feb, 13, 1872. 










/ICCy, 



No. 7,736 



a. RO&ERS. 
TBACTION-EVainE. 

Heissned June 12, 1877. 







^ 



Inventor : 



f^tr^\M>Jly 



2 Shoels-Stieel 2 
R. C. PAR.VIN. 
Improvement in Traction Engines. 



■Jo. 4,75^ 



Reissued Feb. 13, 1872. 










G. ROGERS. 
Traction Engine. 

No. 8,164. Reissued April 9, 1878. 








Inv&nloix 
4 kA^.vUJl'^'^^^-^ 



444 b 



REISSUES. 

TRACTION ENGINES 



e. ROGERS. 

Aaalgnor of three-fouiths Interest to C Q- CooPEa, F, L Faisdhild and C. CoopEB. 

Traotion-Engine. 



No. 8,526. 



Reissued Dec. 17, 1878. 





Witj: 






-Inventor: 



2 Sheet' ."Sliee: 1 

B. YOCE, 

Assicnor l,v m.:sr,e .fsiennieMs, to C, COOPER, 8. EooEHS, F. S. FjlaoaitB, Jni C. G, COOl'KK. 

Portahle and Road Eagine, 
No. 9^52. Reissued Jan. 20, 1880. 




Mil Jill! 



^so 









2 Sheets— Siieet 2 

B, TOCH, 

Aaalgnor, 1? mesne afslgnnienta, to C. CoopsEt, Q. RooEHs, F. 3. FailuniLD, aud C. G CooPEk. 

Portable and Road Engine. 
No. 9,052. Reissued Jan. 20, 1880. 



J^iS-.cf 



- SiieetB— Sheet l-sheet 2. 



No. 9,81 



N. M.' MEKDENHAI.L, 

Assignor to Qaae, Scorr & Co. 
TEAGTION ENGINE. 

Reissued July 26, 18«i. 









^^ 



'/uJ ATTORNKY 







-40^. 



-t^/,ai^^j^ i?o../f^ 



■try. 



MISCELLANEOUS. 

Chronological Airangement of all Drawings in Miscellaneous Patents, Drawn from 

Various Classes, 1789 to July 1, 1899, 



J'^S.HOs. 



JirEncjine. 



Fafenied Juk 3/. /SM7. 





' r^:.i 




:riy,s 



^^^^ 



^<>^ 



^lf:& e 



:rif.. 



G. L. HADSSKHECHT. 

HUNNINO BEAB OF OAEEIAOES, in. 

No. 8,588. Patented Deo. 16, 1851. 




446 



MISCELLANEOUS 



Jf^HZPSS. 



./tl.TurnbuIl 
Jir Engine. 



PafenfedJjir./rmo. 










JT^ 34,47/. 



Locomofire. 

Fatenfeiirei./8,/SSS. 










JT?34,4 7/. 



E ijiiilt-fjliiei S. 

jr.ir.meekr, 

Lacomoh're. 

rafe77fedreb./9,/SS8. 



No. 120,611. 
Pilenled No.. 7, 1871. 



2 Shetls-ShttI I 














MISCELLANEOUS 



4^7 



Cf^ , /) / • 2 Sheels-Sheel 2 

Patented Nov, 7, 1871. 



No. 120,611 







'^^/ii^ 



No. 168,117. 



J. UHR. 
Portable-Engine. 



2 Stieets--Sheet I, 



Patented Sept. 28, 1875. 



'iTtJ 




InVentdr 



No. 168,117. 



I. UHR. 
Portable-Engine. 



2 Sheets--Sheet2 



Patented Sept. 28,1875. 




No. 168,600. 



). H. BANGE. 
Road Engine. 



3 St)eets--Sheet I. 



Patented Oct. It , 1875. 



n^.i 











448 



M/SCELLANEOUS^ 



i. H. BANGE. 
Road Engine. 



No. 168,600. 



3 SheelE-'Sheet 2 



Palenlucl Oct. U, IB7S. 



No. 168,600. 



). H. BANGE. 
Road Engine. 



SSheelS'-ShesI 3 



Palenled Oct. II. 1675. 





mENTWi 



M^^ 






C. M. MILl£K. 

CAERIAOES FOE PORTABLE ENGIHES. 

No. 189,248. Pitented April 3, 1877. 




C. M. & E. E. MILLEE. 
Portable Engine. 

No. 202,853. Patented April 23, 1878. 



J2I-!>^. 







^^^ WITNESpS 



^=IfiVeNTOR.i. 
j6^ ATTORNEY 



MISCELLANEOUS 



449 



2 Sbeeis— Stieet I 

E. HTJBEE, J. C. TITUS, S. DTJEFEE i J. F. 
SWIJfNEBTON. 
Portable-Engine. 
No. i 




«TT0M»Et5. 



2 SbeelB— Slieet 2. 

E. HUBER, J. C. TITUS, E. DUEFEE i J. F. 

SWINNEETON. 

Portable-Engine. 



No. 205,867. 



Patented July 9, 1878. 




Xig^-^. 




WITNESSES: ' ^y 



ITTOIimTS, 



2 Sheets— Sbepl \ 

M. M. McGEEeOF. & J. C. CHOXTON. 
Traction-Engine. 

No. 220,631. Patented Oct. 14, 1879. 

liifTT^'niiiiiiiiM 




2 Sheets— Sheet 3. 

M. M. McGregor & j. c, ceoiton. 

Traction-Engine. 
No. 220,631. Patented Oct. 14, 1879. 



Illl^- . 



WjL 



•^^11^' Emz;:r^rrpiiiini 




C L^a^- cAa^~^ 



nrVEHTOS: 







'HRKDYS. 







ATTOKNEYS. 



450 



' MISCELLANEOUS 



W. HEILMAN. 
Gearing for Traotion-Engines. 

No. 225,827. .Patented Mar. 23. 1880. 



E. W. MILLS. 
Portable Engines. 



2 SbeetB— Sheet l 



No. 227,566. 




Patented May II. 1880. 



■ji.'^. ^JuLc^nl. 



Inveut&i-: 




yy/TN£SSE5. 



a^ 



2 Sheets— Sbeet i. 

E. W. MILLS. 
Portable Engines. 

No. 227,566. Patented May II. 1880. 



(lo Model.) 



No. 236,312. 



9 Bbeets— Sbeei i. 



J. H. ELWARD. 
Portable Engine. 

Patented Jan. 4, 1881. 





yi//TN ESSLS . 






'^ OHre_ C2 "Tltt- -«= 

'^ oxer 









MISCELLANEOUS 



'''''^ J.H.ELl^AED, '"'"-"-= ^- 

Portable Engine. 
No. 236,312. Patented Jan. 4, 1881. 










_Ss 2.'e ^z::&^ .- 






(No Model.) 



3 SbeetB— S;itiet a. 



J, H. ELWiED. 

Portable Engiae. 

No. 236,312. Patented Jan. 4, 1881 







H. W. LAND & H. CAMPBELL. 

THACTIOK EB61NE, 

No. 257,444. Patented May 2, 1882 



No. 280,428. 



¥. WILKINSON. 

TRACTION ENGINE. 

Patented July 3, 1883. 








r)C.4-. 



FiC,2. 



452 



MISCELLANEOUS 



(H9 Hodel.l 



2 Sheets— Sheet 1, 



M. E, HEBSHEY. 

DRAFT ATTACHMENT FOR POKTABIE ENSINES. 

No. 289,098. Patented Nov. 27, 1883. 




TOitnexscs: 






/lis ylreorftet^ 



(No Model.) 



2 Sheets— Sheet 2. 



M. E. HEESHEY. 

DRAFT ATTACHMENT FOR POETABIE ENGINES. 

No. 289,098. Patented Nov. 27, 18B3. 



:nff.&. 



Pi 




E 



ioif?icsses: 






Jm v^n ier: 



//is ^TTterf/ey. 



iNa Model.) 

M. RDMELY. 

PORTABLE AND TRACTION ENSINE. 

No. 297,169. Patented Apr. 22, 1884. 

I 



No. 300,270. 



2 Sheets— Slieet l. 

H. B. LAKZELERE.- 

PORTABIE ENBINE. 

Patented June 10, 1884. 




?M> 



nesses: 
















MISCELLANEOUS 



453 



No. 300,270. 



2 Slieets— Sheet . 

H. B. LAEZELERE. 

POBIABLE ENBINE. 

Patented June 10, 1884. 



i. 0. PRICK. 

ROAD ENGINE. 



No. 314,172. 



Patented Mar. 17, 1885. 



FfC..:i. 

















No. 342,596 



2 SHeets— Stioet 1. 

G. T. GLOVER. 

TSAOTION ENGINE. 

Paten'-'d Mayl,25, 1886. 




No. 342,596 



2 Sheets— Sheet 2 

G. T. GLOTER, 

TIACTIOK ENGINE. 

Patented May 25, 1886 / 










^/finesses : - 



Inientar : 



454 



MISCELLANEOUS 



2 Sbeeta— Sheet 1. 



No. 347,160. 



G. DAIMLER. 

POWEE DRIVE!) TEHIOLE. 

Patented Aug. 10, U 










^' 



(No Model.) „.,,,, 2 Sheots-Slieet 2. 

G. DAIMLEE. 

POWZE DRIVEN VEHICLE. 

No. 347,160. Patented Aug. 10, 1886. 







va^ 



(No Model.) 



No. 358,952 



4 Sheets— Sheet 1. 

C. H. WATEEODS. 

PORTABLE EN8INE. 

Patented Mar. 8, 1887. 




(No Uodel.) 



No. 358,952 



4 SbfletB— Sheet 2. 

C. H. WATERODS. 

PORTABLE ENOINE. 

Patented Mar. 8, 1887. 






iTWentor, 







MISCELLANEOUS. 



455 



(Xo Hodel.) 



No. 358,952. 



C. H. WATEEO^S. 

POBIABLE ENGINE. 

Patented Mar. 



4 Sheets— Steet 3. 



1887. 




(_No Model.) 



No. 358,952 



4 Sheets— Sheet 4. 

C, H. WATEKODS. 

POBTABLE ENGINE. 

Patented Mar. 8, 1887, 










No.. 363,587. 



2 Sbeet3— Sbeet 1 

C. a. CANFIELD. 

YEHIOLE WHEEL. 

Patented May 24, 1887. 




T7" 






^■* TfTiorneys 



No. 363,687. 



2 Sheets— Sheet 2. 

C. G. CANFIELD. 

VEHICLE WHEEL. 

Patented May 24, 1887 




TJ) 




WIJUESSES 



ct]o,ijCQn)..ii invEmoR 



456 



MISCELLANEOUS 



(lo Koael.) 



No. 375,815. 



2 Sbeeta— Sheet 1. 

M. E. HEESHET. 

IRAOTION ENUIHE. 

Patented Jan. 3, 1888. 




:^j..3. 







..Tt* vc Tt'^cjr- 



I JLLt 



,Am ^^tomey 



(Ho Uolel.) 



J. MILLEE & M. J. HOGAN. 

P0RT4BLE EN(HNE. 



4 Sheets— Sbeet I 



No. 384,922. 



Patented June 19, 1888. 







(No Model.) 



No. 375,815. 



2 Sheets— Sheet 2. 

M. E. HEESHET. 

TEAOTIOS EHGIRE. 

Patented Jan. 3, 1888. 



■^ 

h' 







!^..a^^^^e<.^^^- 



^^^^i:.^^ 



'^^ ,^-t-ifOjrf'Gyi. 



(No Model.) 



No. 384,922. 



4 Sheets— Sheet 2. 

J. MiLLEE & M. J. HOGAN. 

PORTABLE ENGINE. 

Patented June 19, 1888. 







MISCELLANEOUS 



457 



(Ko Model.) 



No. 384,922. 



4 SheetG— 3beet 'i 

J. MILLER 85 M. J. HOSAN. 

PORTABLE ENSINE, 

PateEted'jnne 19, 1888. 




0' 



'/T,e^z^<Le. 



m% 






mEHion'i. 



No. 384,922. 



4 Sheets— Sbeet 4. 

J. MILLER & M. J. HOGAN. 

PORTABLE EN8INE. 

PateiitedJune 19, 1888. 







imcinons. 

ATTORHti. 



>No Hodel.) 



i SlieetB— Sbeet 3 



E. STEVENS. 

OOHBIITED SAS AHD GOMFBESSED AIB ENGINE. 

No. 414.173. ■ Patented Oct. 29, 1889. 



(Ho llodel.) 



2 abeeto— Sheet l. 



E. STETINS. 

COMBINED 8AS AND OOMPBESSED AIE EHOINE. 

No. 414,173. Patented Oct. 29, 1889. 





9/. /S.^ 



JriTrervtor 












458 



MISCELLANEOUS 



Clio Modol ) 



! Sheets— Sheet 1. 



4. HIRST. 

APPABATDS FOK STEERING WEEELEP VEHIOLES. 

No. 440,035. Patented Nov. 4, 1890. 




Zrzeaaeai 






C''^%'ua,,'^>t^ y^k^aJZl- 



(Mo Model.) 



2 Sheete— Sheet 2. 



A. HIKST. 

APPARATDS FOE SIEERIBG WHEELED VEHICLES. 

No. 440,035. patented Nov. 4, 

rn 

I IN 

It I 
rji 
l1l 
I Pi 

.-—Hi 



1890. 




mfnesses: ^ 



Jnyen-for 



Model.) 3 Sheets— Sheet l. 

y. F. SCHAFFEES. 

MEOHANIOAL MOTOR FOR USE ON LAND AND WATER WAYS. 



(He Uedel.) 



3 steets— Sheet ^ 



No. 440,234, 




Patented Nov, 11, 1890. 



je^.l. 



V. F. SCHAFFERS. 

MEOHANIOAL MOTOR FOR DSE ON LAND AND WATER WAYS. 

No. 440,234. Patented Nov. 11, 1890. 



!V\|[ i.[ _,_ 



J^-5. 9 










;] h; ill; ii 

i|:;:.:v^ lfc::r-s! ^.tt^ 



MS 



jfi:i^.7. 






■^ 




YSM 




PM) 



^i 






r^ 



i^ 




j^.ff. 




1 1 1 1 



3=)y 






^ J liiiM, in III, I mill ill lull I I I II 111 III itI J" 

^^, t I I I I I I I : I I I I I I I I I I I I I I I iH '' 






<::^^«£l-< 



MISCELLANEOUS 



459 



Hodel.; 3 E-ljeevs— Sheet 3 

T. r. SCH4.FFEES. 

MEOHAHIOAL MOTOR FOR USE OH lASD AND WATER WATS. 



No, 440,23 



■ Patented KuT. 11, 1890. 



J^.f*. 




No. 443,481. 



1 SbeeU— iibeet I. 
E. HOWLAND. 
fOETABlE STEAM ENGINE. 

Patented Deo. 23, 1890. 






q 
O 

o 




H 




-A 






r« 


■ ■ 1° 


•^ 




H^l (1 




c 

c 

0=C- 




_ 




PI 






-v- 


















L 
/I 



01 



VirVESSES lyVES'TORS 



(Ho Model.) 



2 Sheets— Sheet '. 



E. HOWLAND. 

POETABLE STEAM ENOINE. 

No. 443,481. Patented Deo, 23, 1890. 



C. A. VINCENT. 

VEHICLE RUNNINB OEAE. 



2 Sheets— Sheet l. 



No. 451,144. 




PatentedApr. 28, 1891. 

It) 



"/;.vi'.sv« . 













460 



MISCELLANEOUS 



(Ho Kodel.) 



No. 461,144. 



2 Sbeets— Sheet 2. 

C. A. YINCENT. 

VEHIOLE BUHNINQ GEAH. 

Patented Apr. 28, 1891. 



(Ho Model.) 



Ho. 465,003. 





. a . 


/W^ 




V 


^ n 


o 


/ 


^- 


•r- 


■ -trf** — 1 


-^--- 




'H 






K S 


\[ 


b 



A. W. STEENZE. 

MEOEANIOAL HOVEHENT. 

Patented Deo. 15, 1891. 



JFi^.^ 





jvi/€Ti^^<n/.--^ 






%Mk..>.^A^^.Jiu^ 






No. 470,175 



4 Sbeeta— Sheet 1. 

H. L. BOTLE, 

TEHIOIE. 

Patented Mar. 8, 1892. 




(Ho Model.) 



No. 470,175. 



4 Sheets— Sheet -l. 

H. L. BOYLE. 

VEHICLE. 

Patented Mar. 8, 1892. 













MISCELLANEOUS. 



461 



H. L. BOYLE. 

VIHICLE. 



4 Sheets— Sheet '. 



No. 470,175. 



Patented Mar. 8, 1892. 




No. 470,176, 



4 Shfteti— Sbeet 4. 

H. L. BOYLE. 
VEHIOIE. 

Patented MaT. 8, 1892. 



•S^oUKSL— 










j^it SuXU-r^^/ry^Acr/aJji ryfwi..^. ../ii. 



(Vo Model.) 

E, F, STEELE. 

lOISTEB AXLE FOE VEHICLES. 

No. 487,059. Patented Nov. 29, 1892. 




(Mo Model.) 2 Sheets— Sheet 1. 

C. 0. HEGaEM,- 

TBAOTION EHSINI. 

No. 529,490. Patented Nov. 20, 1894. 






^ 



._ ^.L7-^ y^. 



|i (CZET* 



3SI k,- 



T-fs 






'O^ ^Z^Z^l^ 





/^VYEATOli 






462 



MISCELLANEOUS. 



No. 529,490, 



2 Sheets— Sheet Z, 

C. 0, HEGGEM, 

TRACTION ENGINE. 

Patented Nov. 20, 1894. 




-ir/TASssrs 






(No Model.) 



2 Sheets— Sheet 1 



H. H. BLAKE. 

DEXVIHS UEAE TOR ROAD EN8INEB, 

No. 635,937. Patented Mar. 19, 1895, 










'-"•^ 



(No Model.) 



Ho. 535,937, 



2 Sheets— Sheet 2. 



H. H. BLAKE. 

DRI7IN6 HEAR FOR ROAD EN8INES. 

Patented Mar. 19, 1895. 



(Ho Model.) 



No. 538,763. 



A. V. J. BEST. 

MOTOR VBHIOIE., 



3 Sheets— Sheet 1, 



Patented May 7, 1895. 








(§)=b@ 




l^^<i)ISr 










MISCELLANEOUS 



463 



(NoUodel., 3 Sbeeta— Sheet 2. 

A. W. J. BEST. 

MOTOR VEEIOLI. 

No. 538,763. Patented May 7, 1895. 



nj 

IS 




ITj^tTjitf 






]3y TttS J)|1S,^j5. 



^■nireu,VC<7.:Best 



(Ho Hodll.) 



No. 538,763. 



3 SbeetB— Sbeet 3, 

A. W. J. BEST. 

MOMS VEHIOLE. 

Patented May 7, 1895. 



^ 


nr 


==^ 


8', // 3 


ij. 


11 K^L 


K^ 


•ir£^ " ^^ 


Hi 


'■yf \ 


1 5"^ 


.Jjh 1 


\^,#*^| 


w 


f 7 




p5 


FI6.3. 


1 "? 




^/\ 


f ^^i:| 


-f^ 1 




^ 


^ 




WitljCSSC 







(Ho Hodel.) 



2 9heet«— Sheet 1 



E. PEOUTY. 

POWEB TRAH8MITTEE POR BOAS WA80NS, 

No. 570,501. Patented Noy. 3, 1896. 



(No MnHftl 1 . 2 Sheets— Sheet 2. 

POWER TRANSMITTER FOB ROAD WAGONS. 
No. 570,501. Patented Nov. 3, 18 








Enoch F'routv 



oi'/^t-.^f^ii^ <:2**^yz5;<^i^t«r»A, 






HIS JiTTOI^NEft 



^J^/v y e/v~rofr: 

*fi^^vTO/7f</£r-S 



U6^ 



MISCELLANEOUS 



iMo Model.) 3 Sheets— Sheet 

E. H. PLASS. 
SELF PHOPELLING VEHIOLE. 

No, 570,952. Patented Nov. 10, 1896 







/\ dtwe-nioz- 




C. P. eODDAED. 

MOTOR WHEEL DEVICE. 



No. 581,278. 



Patented Apr. 27, 1897. 



}i^.yl&y. 



No. 582,635 



2 Stieete— Sheet 1. 

J. a. FEITZ. 
SLEISH. 

Patented May 18, 1897, 




No. 582,635. 



2 Sbeeta— 6he«t 2. 

J. G. FEITZ. 

SLEISE. 

Patented May 18, 1897. 













MISCELLANEOUS 



465 



No, 584,218, 



C F, GODDARD. 

MOTOB WHEEL DEVICE, 

Patented June 8, 1897 




h. 



,;^,J^jfi-^^A 



TtiBJUb/- 



No, 586,873, 



H, H, SHEPHERD, » ^'■'— «»- '■ 

TRACTION ENfflNE. 

Patented July 20, 1897, 




^y^oT i-t-i— «--'-'*-<:' 



3wuei*toi; 



H, H, SHEPHERD, 

TUAOTION EH8INE. 



1 Sheets— Sbeet 2, 



No, 586,873, 



H, H. SHEPHERD, 

TSACTION EHGINE, 



6 Sheets— Sbeet 3, 



Patented July 20, 1897 
V Qi ® 



No, 586,873. 



Patented July 20. 1897, 











att«(n4<j 






Qtlotncij 



4^66 



MISCELLANEOUS 



No, 586,873. 



H Sheets She*:) 4 

H. H. SHFPHEED. 

TEACIIOH ENSINB. 

Patented July 20, 1897. 
- N ' 







3\w<!'U.i<yc 






No. 586,873. 



_ „ e Slieetfl— Shpel. 5 

n. 5 PBF.PHEED. 
TRiCTION ENQINE. 

Patented Jnly 20, 1897, 



* 



■J. ^ s 
$, — ; — - 


(0 


c 

* 


[vlvn\ S^»^J 




[// // //^ // M 


S ^ S3- 


^Mmft 




■fl 


■ y 


p 




'2 ^ 




?. 



[F^^^^ N'^ N\^ ^^\l 



''// III mil 






^nft^:\\ 



LE2 




inp 



iry^ 






3M^uct*(;ot 






No. 586,873 



_ _ 6 Sheets— Sneet f 

H. H. SHEPHERD. 

TEACTION ZNSINE. 

Patented July 20, 139V 



fNo Model.) 




3 Sheets— Sbeet 1 

G. E. WHITNEY. 

EN8INE. 

Patented Mar. 22. 1898, 



J^-^- 










■A 



MJSCELLANEOUS. 



^67 



3 SlieiHb— Sheel 

G. E. WHITNEY. 
ENOINE. 

Patented Mar. 22, 1898 










3 s:jcen -Sut'-i 
G. E. WHITNEY. 
ENOINE. 

Patented Mar. 22, IE 










\>i. 606,959. 



F-^.&. 



p. E. DOOLITTLE. 
WATER JACKET FOR VEHICLE BRAKES. 

,.\pt,li,atjan BIcU July \ l.<'.i7.; 



Patanted July 5. Ib9u. 



C. E. ROBERTS 
DRIVE WHEEL FOR MOTOR CYCLES. 



Patented Aug. 30. 1893. 




' '■lillillill m jr;^. ^_ ^j 




>-<i-o-o[| faTraft > 

I nhnlllli lllllllliM 




w. 



^^'essE■-s 






Ctl/IRLES € fr'oBERrs 



468 



MISCELLANEOUS. 



i. r. VENNED. 
VEHICLE paOPEH.EB. 

lAvplkkUaa filed 7«b. ai. IflM.) 



Patented Nov. 29, 1898. 



2 Shsfltl— Sb«et I 



li 




J. F. VENNER. 
VEHICLE PROPELLER. 

lAppUutlm fll^ r<b. ai, tsw.j 



Patented Nov. 29, 1898. 



2 ShesU— Sh«il 2. 




Witi)eaaea 



"^ 






L. M. 6AUTIER. 
KECHANICAL HOVEMENT. 

(AypllMUaB fibd Oet. 14, IBM.) 



Patented Feb. 28, 1899. 



L. M. GAUTIER. 
■ ECHANICAL lOVEKEIIT. 

[AppUcstion Bled Oct. !«. 1800.1 



Patented Feb. 28, 1899. 



4 Shootl— Shoet I 



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MISCELLANFOUS 



469 



No. 620,438. 



L. M. GAUTIER. 
■ ECHANICAL NOVEIIEilT 

lAfpUoUa Uad Oei. I«. 1M«.. 



Patenttd Feb. 28, 1899. 



4 &At«ti— Shial 3. 




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L. M. GAUTIER. 
NECHANICAL MOVEMENT. 

(AvpUMtloe aiKl Oct. 14, tIfiA, 



FI&.IO. 



Patenttd Feb. 28, 1899. 



4 Shfit*— Sh««t 4 




Fie-. 11. 







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No. 622,235. 



PatenlBil Apr. 4, 1899. 
C. H. JOHNSON. 
OSIVINS WHEEL FOR MOTOR VEHICLES 




Fiff.2. 










DESIGNS. 



2 Sheets— Sheet 1 
DESIGN. 

■ H. G. MOKfilS & P. G. SALOM. 
VEHICLE BODY. 
No. 26,523. Patented Jan. 12, 1897. 







byiAetr^tturTveya 



2 Sheets— Sheet 2. 



DESIGN. 



H. G. MORRIS & P. G. SALOM. 
• . TEHIOLE BODY. 

No, 26,523. Patented Jan. 12, 18&7. 




■ Witnesses; 



XrvT/einionT: 
leemry GJHorris "^ 
JPearo 0.,SUio7n/ 



vftvfff yafvui*/) 



471 



2 Sheets— Sheet 1. 



DESIGN. 



H. 6. MOEEIS & P. 0. SALOM. 
VEHIOIE BODY. 

No, 26,524. Patented Jan. 12, 1897. 







Invert/tors: 
Verify G.Marrcff: '*>tee. 
Pedro S.SalonV 
hy t^tT-t/R^m^yff 



DESIGN. 



S Sheets— Sheet 2 



H. G. MOEEIS & P. 0, SALOM. 

VEHIOLE BOBT. 

No. 26,524. Patented Jan. 12, 1897. 










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DESIGN. 

H. P. MAXIM. 

BUNNINU GEAR FRAME. 



No. 27,663. 



Patented Sept. 21, 1897, 





5X^.3. 









TRADE MARK5. 



TRADE.IWARK. 

CENTRAL CYCLE MAHUFACTDBINa COMPANY. 

BIOTOIES, SUlKIEa, BOAD OABTB, AND IIOHT OR PIEASUEE VEHICLES. 

No. 26J)05. . EegiBtered July 10, 1894. 




Pj-oprOdtor: 



tn.1 Cfdi /TtanufaemrtngCimpcny: 



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TRADE-MARK. 



QEOUT & GEOUT. 

BIOYOLES, TBI0Y0LE8, ARB ALl VEHIOIES PEOPBllED BT 
MOTIVE POWEE. 

No. 28,463. Begistered Jnne 23, 1886. 



NEW HOME 









TRADE-MARK. 

L. STRAUS & SONS. 

BICYCLES, VELOCIPEDES, AND HORSELESS CABRIAOEa, THEIR 
PABTS, AND ATTACHMENTS. 

No. 27,916. Eedstered Mar. 3, 1896. 



THE STRAUS 



PROPRIETORS 




ATTOI""'^ 



TRADE-MARK. 



LUTHER G. BILLINGS. 

BIOYOLES, IEI0Y0LE8, AHD KOTOB 0ABBIA3ES. 

Mo. 29,696. Registered Mar. 9, 1897. 

MONAD 



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SPRINGS. 



473 



Sprmg^Pfopelled 
Carriages, 



«3,B72. WILLIAM K. CHASE, Charles- 
town, Mass. Velocipede. Patented Apr. 

3. 1866. 

Tbis invention relates to a new and oeefnl 
application of spriDg-power to a pleasaro- 
wagoD, as hereinafter fully shown and de- 
scribed, whereby a wagon may be propelled 
along on ordinarj' roada, and the spring or 
springs wound up from time to time, as occa- 
Biou may require, without any trouble ; tbe 
wagon also being capable of being backed, 
turned, and otherwise controlled in its move- 
pents as well as those drawn by auitoals. 

1. The springs KK, one or more, applied 
to a drum, I, place4l loosely on a shaft, E, to 
which wheels F i' are attached, in connection 
with the pinious D on tht^. hnbs a of the hind 
wheels of the wagon, tbe ratchets H H and J 
on drum 1, the yokes L L, lever M, and slid- 
ing rod N, and the pawls b b on the wheels 
G G of shaft E, all arranged and applied to 

-operate in the manner substantially as and 
for the pnrposo specified. 

2. Arranging the shaft E so thatifcwill have 
a forward and backward movement in its 
bearing3,toadniit of the wbcelsF being moved 
in and ont of the gear with the pinions 
D when siiid shaft, thus arranged, is used in 
connection with the keys d d o( the levers P, 
and thQ si.rings K K, with their outer ends 
attacbetl lo ihc frame A, or to the fixture 
thereof, substantially as described. 

66,109. D. S.' FISHER, Cedar Spring, 
ind. Velocipede. Patented May 28, 

1867. 

My invention consists in the constructioa 
of a carriage to be run without horse, steam, 
or other applied power. After the spring is 
wound the wheels are unchocked aud the ve- 
hicle is propelled forward, as before stated, 
and guided by the lever H. 

1. The frame A, with ?mall frame D, shaft 
a, spring E, cogs d t, and axle B', with cog- 
wheel b, all constructed, arranged, and oper- 
ating in the manner substantially as and for 
the purposes specified. 

2. The segment F, shaft G, rachet I, lever 
H, and bar R, all constructed and arranged 
for guiding the vehicle, in the manner as set 
forth. 

69,699. D. A. PRATT, Tremont, N. Y. 

Motive Power for Locomotion and 

Other Purposes. Patented Oct. 8, 18fe7. 

The object of this invention is to find some 
motive power for street and other cars, as 
well as for common pleasure-carriages and 
buggies on park, cemetery, and other roads, 
less expensive and troublesome than horses, 
and more durable and certain of management, 
as well 33 less dangerous and capricious in 
action ; also, something for small manufac- 
turing purposes, especi^y in cities and places 
where steam is at once either impossible, or, 
if possible, a nuisance both dangerous and 
expensive, Nor do I despair of successfully 
applying my invention to the common steam 
railways of the world. 

In order to prevent a waste of power when 
descending a grade, or when wanting to 
"brake up," it ii necessary that the sMving 
or ground-wheels should be allowed a for- 
ward rotary motion independent of the proper 
motive power connections. To do this I ap- 
ply the power to the driving wheel by means 
of a rachet-wheei made fast upon the driving- 
shaft a, with the pawl on the wheel, as seen 
in fig. 4, insteafi of crank and pin, or other 
device, ttius allowing the husbanding of 
power when not wanted, and at the same time 
obtain a continued forward motion of the oar 
or carriage down the incline, and thus, also, 
allowing the oater wheel to make the greater 
distance in turning a curve. 

1 . The mode aud manner of adding the 
power of one ' 'coiled, ribbon, or main-spring,' ' 
or, in lieu thereof, a "coiled spiral wirt 
spring,'' to another, by gear, or its equiva- 
lent, in «ach a maimer that the power of each 



and all of them shall reach one or more coin- 
ttion centres or "units of power," subsiac- 
tially as described. 

2. The use of spiral wire springs in "sets," 
as well as also a ceiled , Ibbon or main-spring 
in groups, as herein described for motive 
purposes. 

A. The mode and manner of attaching thi*^ 
particular power, as herein set forth, to the 
driving-wheels of the carriage thereof, for 
the purposes and as described. 

4. The combination of this power, when 
thus accumulated, with three or more pin- 
ions and gears, as described and for tiie pur- 
poses set forth. 

76,814. THOMAS RHOADS, Fiskilwa. 
111. Propelling Vehicles. Patented 
Apr. 14. 1868. 

1. The arrangement, with reUtion to the 
revolving shaft L, carrying the whels A', of 
the wheels G H J. pinion b, and spring S, as 
herein described, for the purpose specified. 

2. The pawl b, pivoted to the frame D, 
when connected to the lower end of the 
pivoted lever c, whereby it is made to engage 
with tbe ratchet-drum E, when said lever is- 
drawn back to the extent of its vibration, as 
herein described, for the purpose specified. 

3. The brake-lever d, in combination with 
the rachet-drum E, pivoted lever e, and pawl 
h, as herein described, for the purpose spec- 
ified. 

4. The combination aud arrangement of 
the gearing, G H J, pinion b, spring S, 
ratchet-drum E. lever e, pawl b, brake a, all 
operating as described, for the purpose spe- 
cified. 

80,206. O. D. PADRICK, Shelbyville, 
■ lud. Propelling Vehicle. Patented July 

21, 1868. 

The nature of my invention and improve- 
ment consists in so constructing the propell- 
ing-mechanism that it can be readily applied 
to any common vehicle without considerable 
alteration or change thereof, and when de- 
sired it can be readily removed from the ve- 
hicle; and in employing a winding-up device 
for^the springs, which afford the motive- 
power, which device is located in a convenient 
position to the seat of the vehicle, so that a 
person can wind up the springs whenever it is 
necessary, without leaving his seat. The 
invention provides for the use of stopping 
and starting-devices, which are placed under 
the control of a person sitting in the vehicle, 
in conjunction with propelling-devices, which 
are constructed and applied to a vehicle. 

1 The application of spmigs S, spring- 
cases G, spur-wheels g", and^ spur-wheels b 
to shafts D. which are supported upoo stand- 
ards P upon the axle C, in combination with 
spur-wheels applied to the hubs of wheels 
B', and with means for winding up said 
springs S, substantially as described. 

2. The arrangement of propelling-devices, 
which I have described, on both sides of the 
center of the rear axle C, upon standard 
P, which can be readily removed from said 
axle, in combination with the winding-up 
rod E, applied to and supported by a remova- 
ble plate, F, substantially as described, 

3. In combination with driving spurs b h 
and the devices which operate these spurs, 
brakes 1 1, applied so that they can be caused 
to act upon said spurs at pleasure, for stop- 
ping and starting the vehicle, and regulating 
the speed thereof, substantially as described, 

4. The lever a' a" applied to the rod a. oa 
the front of axle C, and arranged as des- 
cribed, in combination with a catch plate R, 
and a vehicle which is adapted for being 
propelled, substantially as described. 

80,377. JOB WHITEHEAD, Ames Sta 
rion, la. Carriage. Patented July 28 
1868. 

The nature of my invention relates to im- 
provements in vehicles for use on common 
roads, whereby it is designed to provide a 
cheap and simple means for propelling them 

by springs. It consists in the arrangement, 
upon the framework of the body or Ik)x of a 
carriage, of one or more coiled springs, which 
may be wound up with a crank, and arranged 
to transmit motion to the axle of the hind 
whfeels by belts. 

' The combination of the springs I. shafts 
H, ratchets L, pawls M, pulleys K. with the 
cross-piece F and framing, and with the pul- 
leys O and axles B, when constructed and 
arranged substantially as and for the pur- 
pose described. 

88,573. JAMES A. MORRELL, New 
York, N. Y, Velocipede. Patented Feb 
2, 1869. 



1. Combining with the driving-wheels of 
a velocipede, or other simihr carriage, a com- 
pensating-spring. substantially as and for the 
purpose described. 

2. The combination of the cranks H H, 
and the shaft upoo which they are secured, 
the chain G. and chain-wheels I and I', the 
gear-wheels L L, pinions m m, springs K K, 
and wheels A A, substantially as and for the 
purpose set forth. 

3. The combination of the slotted spoke 
ol the wheel, the crank-pin a. the springs K 
K, or their equivalent, and the pinions m m, 
or their equiviJent, substantially as and for 
the purpose set forth, as shown. 

92,306. THOMAS A. HARES, New 
York, N. Y. Propelling Carriages. Pat- 
ented July 6, 186Q. 

The principal involved in this invention is 
that of employing a spring and clock-work 
apparatus for driving each wheel, there being 
one such apparatus on each side of the car- 
riage, and the driver wiuding up the appa- 
ratus on one side while that on the other is 
running down, and impelling the carriage 
forward. 

1. The arrangement, is a carriage of twq 
spring clock-work devices, entirely inde- 
pendent of each other, and wound up by in- 
dependent cranks, F, or their equivalent, one 
apparatus and crank being on one side, and 
the other on the other side of the carriage,, 
and so constructed and operating, that while 
either is running down and propelling the 
carriage forward, the other may be winding 
up, substantially as and for the purpose herein 
set forth. 

2. In a carriage, having two spring clock- 
work devices, winding independently of each" 
other, as and for the purpose specified, and, 
in combination with said devices, the clutch 
/, pinion H, and teeth e c, operating substan-i 
tially as and for the purposes set forth. 

3. The construction and arrangement of- 
the two disks c* c^ ,one above and one below 
the projecting end of the prow, said part^ 
being rigidly connected by the standard b', 
to the axle of the forward wheels, the upper 
disk having a crown-wheel cog-rim, and being 
connected with the pinion c*, horizontal shaft 
c, and its Jiand wheel, in the manner de- 
scribed, and for the purpose herein specified. 

4. The form and construction of the car- 
riage, herejn shown, in order to adapt it to 
the use of the motive-power above described. 

92,607. THOMAS V. HAMILTON, and 
HENDRICK H. HAMILTON, Panama, 
N. Y. Traction Engine. Patented Jtdy 

13, 1869. 

1. Springs C, cog-wheel D, provided with 
pawl and ratchet, bevelled gear E, in combi- 
nation with the pinion F and dog H, when 
all are used substantially in the manner and 
for the purpose set forth. 

2. The cog-wheel I, when used to connect 
the two springs, and to impart motion to the 
wheel K, substantially as set forth. 

3. The wheels K and L in combination 
with the shifting-axle M and slides P, when 
used substantially as described. 

4. The lever N, whose arm or rod O is used 
to throw the wheels L in and out of gear, for 
the purpose of reversing the motion, sub- 
stantially as described. 

5. The slides P, when used to hold the 
wheels L in gear, substantially as specified. 

6. The springs C, wheels D. E, F, K, and 
L, slides P, lever N, and rod O, and cog- 
wheel I, when arranged and combined so as 
to form a mechanism for propelling vehicles, 
substantially as set forth. 

94,068. A. W. BROWN, Brooklyn, N. 
Y., assignor to himself and the New York 
Toy Manufacturing Company. Mechani- 
cal Movement. Patented Aug. 24, 1869. 
My invention consists of a novel arrange- 
ment of mechanism, whereby I produce a 
mechanical movement that may be used for 
a great variety of purposes, and that is spe- 
cially adapted to the operating of toys. 

1. The mechanical movement, constructed 
substantially as herein described. 

2. The combination of the tubular shaft 
G, and the axle of shaft F. when arranged 
to clutch together for the purpose of wind- 
ing up the spring, substantially as described. 

101,993. FREDRICK J. FORSYTH. 

Bay City, Mich. Velocipede. Patented 

April 19, 1870. 

The nature of this invention relates to the 
construction of a self-propelling carriage 
whose motive power is derived from two oi 
more coiled springs, rotating the rear axle 
through a peculiar system of gearing. 

It consists — 



474 

First, in the peculiar construction of the 
hubs of the rear wheels, and arrangement 
of clutch-boxes therein. 

Second, in the mechanism for winding up 
both springs simultaneously, by the rider in 
his seat. 

Third, in the peculiar arrangement of the 
train of gearing for communicating motion 
to the axle in either direction, such direction 
being changed at the will of the rider. 

1. The construction and arrangement of 
the frame E, arbors c, coil springs F, geared- 
barrels G, gears H', H^ I', T, J', p. K. and 
and K', shafts H, I, and J, axle B, hubs L 
provided with clutches, d, clutch-pins e, 
sjKings f, clutch-collars M, rock-shaft O, 
lever O'. links O'', bell-cranks N, and link P, 
for thepropulsion of a vehicle, in the manner 
set forth, shown, and described. 

2. In self-propelling vehicles, the construc- 
tion and arrangement of the worm-wheels 
T. worms U, shafts S and R, gears S'. and 
R', and crank R, in combination with the ar- 
bors c, in the manner and for the purpose 
set forth. 

.3. In combination with the for'egoing parts, 
the body A, wheels C D. standard tf, and 
tiller b, the whole constructed, arranged, 
and operating substantially as described. 

180,487. WILLIAM 0. UMSTEAD, St. 

Clairsville, Ohio, assignor of one-third to 
John F. Baldwin, same place. Hand- 
Carriage. Filed July 22, 1874. Patented 
Mar. 2. 1875. 
■ My invention has for its object to furnish a 
hand-carriage to be propelled by a spring 
which may be wound up or tightened by a- 
clutch or other equivalent device, either while 
the carriage is at rest or in motion, and wbich 
may be used as a means of quick and cheap 
travel, or for the purposes of conveying pack- 
ages from one point to another; and it consists 
in the construction and combioation of the 
various parts of the machine, as hereinafter 
more liitly described. 

1. The coiled spring/, master-wheel e, shaft 
0, frame a a*, platform a^, clutch c', clutch-Ievei 
d <P, ratchet c^, and pawl {y', combined to oper- 
ate as and for the purposes specified. 

2. The combination, with the master-wheel 
e, pinions (7^', and frame na^, of the lever A*, 
hnks A" W k^ h^, sliding bearing h, yoke h\ and 
pawl if as and for the purposes set forth. 

169,302. FREDERICS. SEAGRAVE, 

Detroit, Mich. Velocipede. Filed Apr. 

27. 1875. Patented Oct. 26. 1875. 

My invention has for its object to so com- 
bine a pair of pedals, two or more friction- 
pawls, and two or more friction- wedges, with 
several incased coiled springs, as to not only 
make available the weight of the human body, 
but also the recoil of the springs, to the pro- 
pulsion of velocipedes and other wheeled ve- 
hicles on land, and light vessels floating in a 
fluid. 

The combii(anon of the pedals, the cord, the 
frictional clutches, drums, and the friction- 
wedges, with the spring-cases and their coiled 
springs, for rotating the axle or wheel shaft, 
all sabstautially as and for the purposes set 
forth. 

223,373. JAMES A. MOORE. Ke- 
wanna, Ind. Spring-Propelled Car- 
riage. Filed Oct. 1, 1879. Patented Jan. 
6, 1880. 

The iuventioncdnsists,essentialIy, of acorn 
bination of springs, eccentrics, ratchets, levtjrs, 
and chains so arranged upon a carriage as t^) 
be callable of exerting sufficient force after 
the springs are wouud np to effect a long-coii- 
tinned and economical propulsion of the car- 
riage. 

1. The combniation of the axle D, pinion G, 

gear-wheel F', springs F", chain-wheel F'", 
chain F"'%ehain-wbeel L", gear-wheel L', pin- 
ion H', eccentrics H", ratchet-le\ers I, ratch- 
ets 1', axles C, and driving-wheel C, con- 
atrncted and arranged substantially as herein 
shown and described. 

2. The combination of the axle D,wheelsl>', 
ratchet G', pawl and spring c, pinion O, gear- 
wheel F', frame E', springs F", chain wheel F'", 
and chain F"" with the hinged f^ame-se ion 
A', substantially as and for the purpose de- 
scribed. 

3. The combinatioii of the ohain-wheel h" 
gear-wheel L', pinion H',eccentjics H", ratch 
et-te\'eFS I, ratchets I', and axle C, substan- 
tially as herein shown aFwl described, for the 
purpose of driving the wheels C 

4. In combination with the axles C and B, 
the pinion N, rack N"', levers N" and a, rod g, 
and guide ^ substantially as herein sliown ami 
described, for changing the direction of tbt 
carriage. 

5; The combination of the brake-lever M, 



SPRINGS 

plate M', and brake-rod o, snbstantiatly as 
herein shown .and described, that operate to 
force the brake-shoes v in contact with the 
edges of the wheels C 

233,396. KARL BEEGER, Berlin, Ger- 
many, assignor to himself and Gustav 
Liedman, same place. Velocipede. Filed 
June 28. 1880. Patented Oct. 19, 1880. 
(No model.) 

This invention relate;s to that class of veloci- 
pedes or vehicles driven by human power, 
in which the moving power, composed of the 
weight of the body and the exertion of the 
muscle of one or more persons, is applied 
through the medium of a seat vibrating on a 
Xnvot; anditconsistsofasystera of lazy-tongs, 
a craok-shaft. and gearing. 

1. The combination of the single or double 
seat M, vibrating on the rod a, and the lazy- 
tongs C, crankshaft 6, geared with shaft or 
axle dj for actuating one or move driving - 
wheels, D D', of a vehicle, substantially as set" 
forth. 

2. The combination, in a vehicle having the 
crank-shaft b &', suitable seat and gear con- 
nections, with the shaft (7j of a spriug-motor, 
n, geared to the pinion o, as shown and de- 
scribed. 

3. In a vehicle for general locomotion, the 
vibrating seat, actuattd as described, the lazy- 
tongs, crank-shaft, and gearing, all combined 
to operate substantially as described. 

:^34,064. BAPTHOLOMA RIEDER, 

Emsworth, Pa. Velocipede. Filed July 

26, 1880. Patented Nov. 2, 1880. (No 

model. ) 

My nivention' relates to an improvement in 
velocipedes: and it consists in an u\Ie having 
a projection <«r (-.((ch formed ni)Oi> it, in (;o:n- 
bination with a spring which is secured to its 
ittclosing-dinm at its outerend, and which has 
a projection formed on its inner end to engage 
with the catch on -llie axle when the axle is 
turned forward but notbackward, and a suila 
blcmeclianisiii connected with the two treadles; 
whereby the spring is kept wound np, so as to 
jiropcl the vciocipedi' forward. 

1. The combination of an axle provided' 
with a catch, a spring which Is {no\ided with 
a projection at Jts inner end to engage with 
the catch, iind TtJiich is secured to the driyn 
G at its outer end, with the drum G, ])ro\"ided 
with the sleeves X, and suitable clutches and- 
treadles, whereby as the drum is turned Ity the 
treadles the spring will be made to turn the 
axle forward, substantially as described. 

2. The combination of the dram G, provided 
with the sleevi* X, having the recesses 8 cut in 
opposite sides, with the clutches i, provided 
with suitable dogs and springs, and the pin- 
ion 7, the segments /■', treadles T, i>ulley J^ 
and a connecting cord, rope,orcliain for unit- 
ing the treadles together, substantially as set 
forth. 

3. tn a velocipede, the seat-board iX,, made 
wide and concave at its front end an<l de- 
creasing in width toward its rear end, so as to 
form the saddle O, and having the vertical 
sides upon which the segments/"- arei>lvoted, 
substantially as specitied. 

4. The cumbinalion of the seat-board A aud 
concavo-convex plate B, fitting in its front 
end, the post C, guidmg-Ie\er 1), brake-block 

c, rod I, spring c, and guiding-wheel F, the 
parts being arranged and combined to operate 
substantially ns shown and described. 

267,589. PKiNEAS QUINN, Trenton. 

N. J. Spring- Motor for Carriages 

Filed Mar. 3, 1882. Patented Nov. 14 

1882. (No model.) 

The invention consists of means of throwing 
a spring-motor in and out of gear with the 
wheels of the carriage or car with which it is 
connccted- 

The comhination of a spnug shaft, F, hav- 
ing a gear-wheel, G, sliding pedestal 1', lever 
J, cam-link K, having- grooves c and <!, a pin, 

d, of the axle A, and pin d' of the pedestal, 
for throwing the said wheel in aiidoutof gear 
with t! e pinion H on said axle, substantially 
as described. 

267,607. SAMUEL N. SILVER, Au- 
burn, Me. Velocipede. Filed Apr. 6, 
1882. Patented Nov. 14, 1882. (Model.) 

• The invention consists fn a velocipede con- 
structed with a series of clutch -boxes and 
ratchets on the axle, which clutch-boxes are 
connected by means of suitable connecting- 
rods with treadles or with pivoted levers con- 
nected with suitable teusion-spriDgs, which 
levers can be operated by meaus^of clctch- 
treadles to stretch the springs, wbich levers 
are released from the treadles wheu the springs 
are stretched, upon which these sprioga con- 
tract and draw dpwnwaol or rotate the clutch- 
boxes, therebv driving tlie vehicle jforward. 



Thetuvention farther tjonsists In power ac- 
cuaiotating springs mounted on ashafton the 
frame of the velocipede, which springs can be 
connected with the driving-axle in sucharaan- 
iier that th.ey ?'ill be coiled when the veloci- 
pede runs down hill, and wheu the velocipede 
comes to a level or up grade these springs can 
be so connected with the axle as to assist in 
propelling the velocipede. 

The invention also consists in, two springs 
attached to the velocipede-platform and con- 
nected at the upper ends by a band or belt 
which the driver passes over his shoulders to 
increase (he pressure on the treadles without 
increasing the load, all as will be fully de- 
scribed and set forth hereinafter. 

1. lu a veloctiKide, the combination, with the 
driving-shaft, of clutch-boxes on this shaft, 
bell-crauk levers pivoted on the vehicle-plat- 
form, traction-springs attached to these levers 
aud to the platform, and of treadles for stretch- 
ing these springs, substantially as herein shown 
and described, and for the purpose set forth. 

2. In a velocipede, the combination, with the 
driving-sfaafr, of clutch-boxes on the same, 
bell-crank levers pivoted on the vehicle-plat- 
form, which levers are connected with the 
clutch-boses, traction-springs attached to these 
levers and to the platforms, treadles forstretchr 
ing these springs, aod devices for releasing 
the springs when stretched, substantially ati 
herein shown and described, and for the pur- 
pose set forth. 

3. lu a velocipede, the combination, with the 
driving-shaft, of clutch-boxes ou the same, 
bell-crank levers pivoted on the vehicle-plat- 
form, con nectiug-rods for connecting them with 
the clutch-boxes, tract ion 'Spr in gs attached to 
these levers and to the platform, treadles for 
stretching those springs, devices for releasing 
the springs when stretched, and springs for 
raising the treadles, substantially as herein. 
shown'and described, and for the purpof^e set 
forth. 

4. In a velocipeue, the combination, with the 
driving-shaft A, of the clutch-boxes J' on the 
shaft, the connecting-rods J, the levers G, 
provided with studs fj, the treadles E, the lon- 
gitudinally-slotted link-pieces F. pivoted to 
the treadles E, and provided with recesses e* 
at the ends of their slots e, and the springs H, 
Attached to the levers G anil to the platform ' 
B', substantially as herein shown and de- 
scribed, and for the purpose set forlh. 

5. In a velocipede, the combination, with-the 
driving-shaft A, provided with tlie'coUar& and 
pinion C. having tlie clutch-teeth a', of the 
wheels B, loosely mounted on this shaft, and 
provided with clutch-teeth a at the inner ends 
of the hubs, substantially as herein shown and 
described, and for the purpose set forth. 

(i. The combination, with a velocipede, of 
the springs y,connected by abelt,substantially 
as herein shown and described, and ifor the 
purpose of increasing the jiressure on the 
treadles, substantially as herein shown and de- 
scribed, aud'for the purpose set forth. 

7. The combination, with the shaft K, pro- 
vided with the springs 1^ and cog-wheel M 
^nd the pinion C on the axle A, of an adjust- 
able framecarrying intermediate gearing, sub- 
stantially . as herein shown and described, 
whereby provision is made for transmitting 
power from tho cog-wheel to the pinion, or 
vfce versa, as set forth, 

8. The combination, with a velocipede, of 
the shaft K, the power-accumulating spridga 
h, the cog-wheel M,. the pinion on the shaft 
A, and the pinions K S in the movable frame 
N,substantially as herein shown aud described, 
aod for the purpose set forth. 

9. The combination, with a velocipede, of 
the shaft K, the power-accurtiulating springs 
L, the cog-wheel M, the pinion on the shaft 
A, and the pinions E9 in a frame, N, attachetl 
toau arm pivoted on the shaft K, substantially 
as herein shown and descrthed, and for the 
purpose set forth. 

10. The coDibioation, with'' a velocipede, of 
the shaft K, the power -accamolating spriugd 
L, the cog-wheel M, the pinion Oon the shaft 
A, the pioions K S in the adjustable frame N. 
and the guide-frame P, substantially as hcrei.- 
shown and described, and for the purpose snl 
forth. 

11., The combination, with a velocipede, of 
the shaft K-, the power-accumulatiug spriugs 
L, th^ cog-wheel M, the pinion C on the shaft 
A, the pinions K Sin the adjustable frame N, 
the guide-frame P, provided with notches »i, 
and the sliding-handle Q, provided with lags 
at the lower end, substantially as. herein 
shown and described, atui for the purpose set 
forth. 

12. The combination, with a velocipede, ©f 
the shaft K^ the poweraccumnlating springs 
L, the pinion 0, the pinions R S in the frame 
N, attached to theswingingarmO, the spring- 
pawl T, and the rod r, pivoted to the arm O, 
substantially as herein shown and described, 
and for the purpose set forth. 



SPRINGS. 



475 



13. Ill a verocipede, the combination, with 
the treadlea E, tbo levers G, provided with 
sruds {}, tbe sprioca H.the rods J,and clutch- 
boxes J' on the shaft A, of the link pieces F, 
pivoted to the treadles E, aud provided with 
longitudinal slots e and recesses e'y and with 
cam -projections /, substantially as herein 
shown and described, and for the purpose >et 
forth. 

287,939. CHARLES H. JENNE, In- 
dianapolis, Ind. Spring Motor for Road 
Wagons. Filed Sept. 20, 1S83. Patented 
Nov 6.1883. CNo model.") 
■ The object of my invention is to provide 
motive-power to be applied to road-wagons 
and three-wheeled vehicles, in which the said 
powerissnppliedbymeans of steel coil-springs 
properly adjusted for moving any desired load 
on any ordinary highway, and provided with 
the necessaiy mechaoism to bring any one or 
all of each springs into use at the will of the 
operator, as hereinafter more fully described. 

1. lu a device for propelling vehicles, the 
coiled steel springs««'r, provided at the outer 
end with loops or eyes J Y P, to slide upon and 
along rods ro ro' ro', clutches Ci, and traction- 
wheels Tw, substantially in the manner and 
for the purpose set forth. 

2. In a devic3 for propelling Tehicles, the 
forked lever L, provided withshoulderSft and 
ratchet-pawl Ep, in combination with gaide- 
collar Gc, annular groove a^, ratchet-wheel 
E, and shaft a, substantially in the manner 
and for the purpose set forth. 

3. In a device for propelling vehicles, the 
shafts a a' «S sliding and revolving in journals 
if J 3' 3\ with annidar groove ag, ratchet E, 
clutch CI CP, gear-wheels g g'gi'j collar Co, and 
ratchet r, "in combination with, ratchet-pawl 
Ep', geftring g g' g', substantially in the man 
ner and for the purpose set forth. 

4. A device for propelling vehicles, consist- 
ing of a frame, P, forming the body of the ve- 
hicle and supporting the inner frame, P, to 
which is attached shafts a a' a', revolving and 
moving in boxesJJ J'J'Stowhichareattaehed 
Bteel coil-springs s s' «*, which actuate the gear- 
wheels g ffg'j communicating motive power to 
tractiomwheel Tw, in combination with the 
mechanism above described for winding np, 
controlling the movement, and throwing the 
same in and out of gear, substantially in the 
hianner and for the purpose set forth. 

298,001. ANDREW LEWIS, Naperville, 
111. Spring and Weight Motor. Filed 
Mar. 19, 1884. Patented May 6, 1884. 
TNo model.'* 

This invention relates to an improvement 
in combined spring and weight motors; and 
it consists iu certain peculiarities of construc- 
tion and arrangement of the same, substan- 
tially as will be hereinafter more fully set 
forth and claimed. 

1. In a spring-motor, a drum, upon which 
the actuating or main spring is wound, pro- 
vided with a series of short springs interposed 
bfetween the drum and main spring, substan- 
tially as and for the purpose set forth. 

2. In a spring-motor, a main frame, a drum 
jo'arnaled thereon; and a main spring having 
one end secured to the frame and the other 
wound upon and secured to the drum, in com- 
bination with a series of short auxiliary 
springs upon the periphery of the drum, hav- 
ing one end secured thereto and theotherfree 
to press outward against the coils of the main 
spring, substantially as and for the purpose 
Mtforth. 

3. In a spring-motor, a main spring made 
in two or more separate parts laid one upon 
the other, and wound upon a suitable driving- 
drum, substantially as and for the purpose set 
forth. 

4. In a combined spring and weight motor, 
a main driving-shaft provided with a fixed 
clutch-disk and a loose spring drum adapted 
to be engaged and disengag^ therewith, in 
combination with a fly-wheel fixed on the main 
shaft, and having its spokes provided with 
weights free to slide in and out upon the same 
as the wheel revolves, substantially as and foi 
the purpose sel forth. 

5. The wheel C, provided with the sliding 
weights D, formed with a removable portion, 
d, secured by bolt d\ substantially as and for 
the purpose set forth. 

6. In a spring- operated vehicle or car, the 
main frame A, wheels B B, gearing b C, and 
driving-shafts C, provided with the clutch 
disks E, iu combination with the oppositely- 
operating sorinit-drams E' E', constructed as 
herein described, and the shifting-leversUU, 
substantially as and for the purpose set forth. 

7. In a spring-motor, the main spring G', 
composed of two or more separate springs 
wound upon the drnuiE', and having one end 
secured thereto and the other to the main 
frame, in combination with the anxUiary 



springs G^ interposed between the main spring 
and the drum on which it is wound, all con- 
structed and arranged to operate substautially 
as and for. the purpose set forth. 

3H,306. RICHARD h. GARLAND 

Chicago, 111. Spring-Motor for Pro- 
pelled Vehicles. Filed May 20, 1884 
Patented Jan. 27, 1885. (No model.) 
" lly invention relates to a spring-motor and 
connected mechanical parts on an iron frame 
which is attachable to the body of a carriage 
or other light-running vehicle; aud it consists 
of a series of steel springs of superior construc- 
tion for the purpose, which are wound on the 
rotating axle of a revolving reel, their com- 
bined expanding force bearing upon the cir- 
cumference, causing motion of the same, which 
is transmitted to traction-wheels for locomo- 
tion in a forward or reversed direction by in- 
termediate mechanical ari-angements, includ- 
ing a steering apparatus and a brake, the lat- 
ter for regulating the speed, controlled by 
hand-levers in convenient reach of the oper- 
ator. The winding up of the springs is per- 
formed by hand, to be continued automatically, 

1. In an apparatus for locomotive light-run- 
ning vehicles, a supporting iron frame to be 
attached to the body, consisting of two sidf 
pieces, A A', the same having their front ends 
turned up and pivoted to hinges e f' oa the 
body of the vehicle, and the rear ends firmly 
secured to the axle of the driving-wheels and 
rigidly held in position by brace-bars B B', 
the side piece A' having near the pivoted end 
aprojectingarra, o, and further provided with 
a recessed space, b, with a notch, &', slotted 
guide-holes b"b"', and supporting-hangers o a', 
the other side piece. A, being provided with 
filotted supports U A^, substantially as de- 
scribed, and for the purpose specified. 

2. In combination with theattachable frame 
of an apparatus for locomotive vehicles, the 
reels H H', having ratcheted mounted disks//' 
on one side and spur-wheels g ^ oa the oppo- 
site side, connected together by cross-beams 
G G', the same having lateral grooves /, the 
reels being connected to shafts c (/, the same 
having a dovetailed iuclined recess, h'\ and 
mounted at their extreme euds with worm- 
wheels k h'y substantially as described, and for 
the purpose specified. 

3. In combination with an apparatus for 
locomotion, supported by an attachable iron 
frame to vehicles, the reels H H' on shafts c 
c', the same iu connection with coiled steel 
springs mounted and wound in rows inside 
the periphery of said constructed reels, the 
springs being constructed of steel plates K, 
representing a planoconcave surface capable 
of changiog its shape, as described, the inner 
end, h"', tapered and the outer end terminat- 
ing into a head, r, of cylindrical form, sub- 
stantially as described, and for the purpose 
specified. 

4. In combination with the attachable frame 
for vehicles, supporting an apparatus for lo- 
comotion, the reels H H', in connection with 
coiled spring-plates K, and the double-acting 
brake M, consisting of two segmental shaped 
sections, d d', the same being recessed in cen- 
ter and traversing each other, and pivoted to 
the frame of the apparatus, substantially as 
described, and for the purpose specified. 

5. In combination with the reels H H', the 
intermittent gear T and combination -gear E, 
the latter secured to driven shaft D, and in 
connection with said shaft the arrangement of 
a gearing for winding up the springs for loco- 
motion, consisting of bevel-wheel m, and double 
beveled gear n, the same being in contact ah 
temately with bevel-wheel n' and twin bevel- 
gear P, the same provided with a handle, Jf, 
and secured to a sliding shaft, C, all combined 
and arranged on a supporting -frame attach- 
able to the body of a vehicle, substantially as 
described, and for the purpose specified. 

6. The shifting-lever L, with separating 
parts i (', the same having shoulders u u' and 
Inclined sides o' o" projecting toward a re- 
cessed part, f , in middle, for the purpose de- 
scribed, in combination with.a twin beveled 
gear, P, having a handle, N, and sliding shaft 
C on a frame, substantially as described, and 
for the purpose specified. 

7. In an apparatus or aspring-motor for pro- 
pelling vehicles, having an attachable frame 
for supporting the same, tbe combination of a 
steering apparatus consistingof beveled gears 
L' L", worm-wheel Q on a platform, operated 
by a tangent worm-gear, w, the same supported 
by hangers p' p" on a flanged collar-block, E, 
and the ari-angement of hand-levers Nos. 1 2 
3 4, to operate certain connected mechanical 
parts, as specified, all constructed, combined, 
and arranged as described, aud for the pur- 
pose set forth. 

322,071. AUGUST, WILHELM, and 
EDOUARD SCHWICKERT. Hochst- 



on-the-Main. Germany, Spring- Pro- 
pelled Carriage. Filed Sept. 30, 1884. 
Patented July 14, 1885. (No model.) 
Our invention relates to improvements in 
carriages or vehicles driven by a spring-mo- 
tor; and it has for its object to propel the car- 
riage bytwo spiral spriugswound of flat steel 
in the well-known conical shape of the buffer- 
springs, which driving-springs may by com- 
pression be set in tension either simultane- 
ously or alteruatively. 

1. In a spring-propelled carriage, the com- 
bination of one or more conical spiral springs, 
wound of flat steel in the shape of the bnlTer- 
springs and united with the rack h with the 
pinion f?, which transmits by a gearing the 
movement produced by the compressed springs 
to the driving-wheels of the carriage, as de 
scribed. 

2- The combination of the coupling-sleeve 
_/j,with coupling-socket c, of piuiou d, spring 
«/, slider n, with hole o, spring v. catch w, 
spring .r, aud the arm //, attached to rack &, as 
and for the purposes specified. 

3. The corabinatiou of leverr, links .S.5, uutr, 
hnd scri^w ». .as described, and for the purpose 
set lortii. 

4. The combination of the gearing toothed 
wheels € e' e* with the gearing-pinions r* e^, 
sliding on their common shaft and provided 
with central sockets, /with annular recesses 
into which enter the forked level's w, as de- 
scribed, and for the purpose set forth. 

324,749. JQHN W. BURROUGHS, 

Salt Lake City, Utah. Velocipede. Filed 

Feb. 16, 1885. Patented Aug. 18, 1885. 

(No model.) 

My invention relates to vehicles wliich are 
adapted to be propelled upon common roads 
by the pTowerderivedfromacoiledsteel spring 
which unwinds as the vehicle moves along. 

1. In a selt-propeiiing vehicle, the combi- 
nation of the brake-lever J, provided with the 
brake-block J and catchy'', with the driving- 
wheel G for stopping the motion of the ma- 
chinery, substantially asshown and described. 

2. In a self-propelling vehicle, the combi- 
nation of the spring F, ratchet-wheel H, pro- 
vided with the pawl/'andspriug/», thedriv- 
ing-wbeel G, pinion K", bevel-wheel O, bevel- 
pinions P, and rear axle d for driving the ve- 
hicle, sabstantialfj- asshown and described. 

329,003. GEORGE B. BERRELL. 

WUloW Grove, Pa. Spring-Propelled 
Vehicle. Filed Dec, 8, 1884. Patented 
Oct. 27. 1885. Serial No. 149,762. (No 
model.) 

Thisioventionbasrelafion to improvements 
in speed motors for vehicJesof the tricycle and 
analogous class, having in particular for its 
object.among other things, to produce tension 
or store power while applying or expending 
power to drive the vehicle; and the iuventiou 
consists of the sundry combinations of parts, 
substantially as hereinafter fully set forth, and 
pointed out in the claims. 

1. In a speed-motor lor vehicles, the com- 
bination, with the traction - wheel driving- 
shaft, of the power spring or springs, their 
actuating ringsor wheels, whose shaft is geared 
to said traction-wheel driving-shaft, substan- 
tially as and for the purpose described. 

2. In a speed-motor for vehicles, the com- 
bination, with the traction - wheel driving- 
shaft, of the power- springs whose rings or 

wheels are mounted npon independent shafts, 
and each o^' which is geared to -said traction- 
wheel driving -shaft to jointly or separately 
affect said shaft, substantially as and for the 
purpose set forth. 

3. In a speed-motor for vehicles, ^he com- 
bination, with the traction - wheel driving- 
shaft, of the power-springs actuating toothed 
or cogged wheels whose shafts are geared 
jointly to a common pinion-shaft, the pinions 
of said latter shaft being geared to the trac- 
tion-wheel driving-shaft, substautially as and 
for the purpose set forth, 

4. In a speed-motor for vehicles, the trac- 
tion-wheels having the circular racks or 
toothed rings and the driving-shaft carrying 
pinions gearing with said wheel-racks, in com- 
bination with tbe propelling or power springs 
actuating rings or wheels whose shafts are 
geared to the driving- shaft, substaotialty as 
aud for the purpose set forth. 

5. In a speed motor for vehicles the com- 
bination, with the tractioH-whecLs, of a pro- 
pelling or power spring or springs whose shaft 
carries one or more toothed or cogged wheels 
or rings and an intermediate shaft, geared to 
a i>inion of the driving-shaft, the latter being 
geared to said traction'wheel, said intermedi- 
ate shaft being geared to one of the cogged or 
toothed wheels of the said spring to effect the 
rewinding of the spring, sulxstautially as de- 
scribed. 

6. In a speed motor for vehicles, thecombi-- 



476 



SPRINGS. 



iiation, ^yith the traction wheels havinjj racks, 
of the drivingshan: carrying piuions gearing 
with said racks and tlic power-springs actuat- 
ing toothed rings or wheels geared through in- 
termediate shafts and pinions tolhesaid pin- 
ions of the driving shatt, the shafts of said 
toothed wheels or rings being geared to the 
traction - wheel driving -shaft, whereby the 
powerofsaidspringscanbeappiicd, and either 
one of said springs can be synchronously put 
under tension or rewound, substantially as 
described. 

7. In a speed-motor, the power or propel- 
ling springs whose toothed rings or wheels 
are raouutcd upon shafts to apply, through 
gearing, the propelling power of said springs 
to the traction-wheel driving-shaft, in com- 
bination wifti a shaft geared to said toothed 
rings or wheels and to sui)p]emeutary shafts 
geared to a pinion of the driving-shaft geared 
to the tracuon wheels, substantially as and 
for the purpose set forth^ 

8. In a speed-motor for vehicles, the shaft 
having a tiller or lever. applied to its upper 
end and carrying a pulley, in combination 
with the chain p'assing in contact with said 
pulley and connected- with lever- actuating 
clutches engaging with the driving-shaft pin- 
ions, substantially as and for the,pnrpose de- 
scribed. 

9. In a speed-motor for vehicles, the shaft 
carrying a tiller or lever and pulleys, in com- 
bination with the steering-wheel, the lever- 
actuating clutches engaging with the driving- 
shaft pinions, and the chains, one connecting 
said shaft to said cintch-actuating lever, and 
the other chain connecting said tiller-shaft tt 
said steering-wheel, substantially as and foi 
the purpose set forth. 

10. The combination, with the clutches 
which engage the driving-shaft pinions, the 
levers actuating said clutches, and the steer- 
ing-chain, of the lever having a cross rod or 
bar adapted to engage the steering-chain, sub- 
stantially as and for the purpose described. 

11. In a speed motor for vehicles, the strap- 
brakes comprising straps of sheet metal and 
the levers connected, to said straps, in com- 
bination with the power - spring, applying- 
shaft, and the traction-wheels, together with 
holding gravity pawls and racks, substantially 
as and for the purpose set forth, 

12. In a speed-motor, the clutch-actuating 
levers of the spring rewinding gear, in com- 
bination with the rod or bar connection con- 
nected to said levers and to a hand-lever, sub- 
stantially as and for the purpose described. 

13. In a speed-motor, the clutch-actuating 
levers of the spring-rewinding gear, incom- 
bination with the spring rod or bar connection 

I connected to said levers, a rod or bar section 
of said connection being adjustable, and a 
hand-lever having means to effect the adjust- 
lueot of said rod or bar section, substantially 
as and for the purpose described. . 

351.768. JOHN HENRY, Louisville, 
Ky. Tricycle. Filed Feb. 19, 1886. 
Patented Nov. 2, 1886. Serial No. 
192,726. (No model.) 
. The objiect of this my invention is toprovide 
a machine having scroll-springs between the 
sijokes of the mai n wheels to accumulate power 
in descending grades, to be expended in as- 
cending the same, and also to prevent the ne- 
cessity of using one loose wheel in taming, 
and by means of a series of smaller wheels 
similarly made, with springs between the 
spokes and cogs on the face working into small 
pinions secured uponshaftshinged in bearings 
at the sides of the frame, thereby greatly in- 
creasing the motion transmitted to operate the 
main wheels, and also to assist in accumnlat- 
jng powe* by means of the springs in the 
wheels, to be expended in ascending grades, 
increasing motion, and to assist in the opera- 
tion of the machine. 

1. In a tricycle having -wDeeis E; working 
loosely upon the axle-spindle, as above de- 
scribed,- the scroll-springs H H between the 
spokes, with the inner ends secured to a per- 
manent boss on the spindle and to the spokes 
or the wheel at the outer ends, substantially 
as described, and for the purpose set forth. 

2. In a ratchet device for operating the ma- 
chine, the.combi nation of the ratchet- wheelj, 
lever N, pawls O and P, and arch-guide M, 
substantially as herein described, and for the 
purpose set forth. 

;?. In a tricycle having a series of wheels for 
raising speed and accumulating power.Hhe 
combination of the shafts I-and R, the wheels 
Q and S and TJ and T, with the cranks "W, 
pitmen X, and main axle I, substantially as 
described, and for the purpose set forth. 

4. The combination of the wheels Y Y, ad- 
justable treadle Z, with its eccentric boxes, 
and levfT A', substantially as described, and 
for the purpose set forth. 

.357,289. DANIEL M. PFAUT2, Phila- 



delphia, Pa., assignor to the Philadelphia 
Locomotive Vehicle and Stationary Motor 
Company, of New Jersey. Spring-Pro- 
pelled Vehicle. Filed Mav 10. 1886. 
Patented Feb. 8, 1887. Serial No. 201.744. 
(No model.) 

liy my invention I am enabled not only to 
construct a vehicle capable of being propelled 
by spring-motor power, but by several novel 
mechanical features I am enabled to so arrange 
the spring-motors and other parts of the vehi- 
cle that I can regai a the power of the spri ngs, 
and also by hand-power assist propulsion over 
steep grades, or propelled entirely by means of 
hand-power. 

1. In a carriage or other vehicle propelled 
by spring- motors, a series of spring-motors se- 
cured upon the main axle, said spring-motoi-s 
consisting of steel bands coiled within two 
.wheels, one wheel having a, flange, the other 
wheel a hub. said hub and flange being each 
equal in width to the widUi of the steel bands, 
one end of said band being secured to the hub 
of one wheel and. the othrr end of said band 
being secured to the flange of the other wheel, 
said wheels being constructed to move freely 
upon their axles when in operational said 
wheels both revolving in tho same direction, 
and the spring in operation becomes uncoiled 
from its outer surface, substantially as and for 
the purpose specified. 

2. In a carriage or other vehicle propelled 
by spring-motors, a series of spring-motors 
constructed as described, in combination with 
a band-brake, one end of said band-brake be- 
ing attached to a stationary rod in the lever 
iand the other end passing throngh'the other 
end of the lever through a swinging rod, with 
means for adjusting said last-mentioned end of 
the band-brake, said band-brake being oper- 
ated by means of levers placed in front of the 
carriage, substantially a'f and for the purpose 
specified. 

.S. In a carriage' or other vehicle propelled, 
by spring-motO!"S, a series of spring-motors se- 
cured upon the' main axle, said spring-.motors 
consisting of ateel bands coiled within two 
wheels, one wheel having a flange, the other 
wheel a hub, saiil hub and. flange being each 
equal in width to the width of the steel bands, 
pne end of said band being secured to the hub 
of one wheel and the other end of said band 
being secured to the flange of the other wheel, 
said wheels being constructed to move freely 
upon their axteswhen in operation, said 
wheels both revolving in the same direction, 
and the spring in operation becomes uncoiled 
from its outersurface, thehubbed wheel, which' 
acts as the winding-wheel, having upon the 
sfde oi" the spur-gearing ratchet-flanges, into' 
■which pawls drop for the purpose of prevent- 
ing rotation in more than one direction, sub- 
stantially as and for the purposespecified. 

4. In a carriage or other vehicle propelled 
by spring-motors, aseries of spring-motors se- 
cured upon the main axle, said spring-motors 
consisting of steel bands coiled within two 
wheels, one wheel having a flange, the other 
wheel a hub, said hub and flange being each 
equal in width to the width of the steel bands, 
one end of said band being secured to the hub 
of one wlieel and the other end of said baud 
being secured to thefenge of the otherwheel, 
the hubbed wheel, which acts as the winding- 
wheel, having upon the side of the spur-gear- 
ing ratchet-flanges, into which pawls drop for 
the purpose of preventing rotation in more 
than one direction, said pawls having lug pro- 
jections which drop upon rubber projections on 
the winding-wheel at the same time the said 
pawls drop into the ratchet, substantially as 
and for the purpose specified. 

Ti. In a carriage cr other vehicle propelled 
by spring- motors, a series of spring- motors se- 
cured upon the main a^le, said spring-niotoi-s 
consisting of steel bands .coiled within two 
wheels, one wheel having a flange, the other 
wheel a hub, said hub and flange being each 
equal in width to the width of the steel bands, 
one end of said band being secured tothehub 
of one wheel nnd the other end of said band 
being secured to the flange of theolherwheel, 
on winch the hubbed wheel ads as the wind- 
ing-wheel, in combination with piuions fixed 
upon a fihaftsuspeoded from the bottom of the 
veliicle, said pinions working into the spur- 
gearing on the winding- wheels, said shaft, 
which carries the pinions, running across fhe 
vehicle, and having upon its ends shank pro- 
jections upon which cranks can be placed for 
t;he purpose of winding the springs, substan- 
tially as anH for the purpose- specified. 

6. In a carriage or other vehicle propelled 
by spring-inotors, aseries of spring-motors se- 
cured upon the main axle, said spring-motors 
consisting of steel bands coiled within two 
wheels, one wheel having a flange, the other 
wheel a hub, said .hub and flange being each 
equal in width to the width of the steel bands, 
Gn«-end of said band being secured tothehub 
of one wheel and the other end of said band. 



being seen reiU'o the flange of the other wheel, 
said wheels, which have a flange-projection, 
acting as driving-wheels, said driving-wheels 
bei ng geared i nto a series of smal I pi nions se- 
en red to tho drivJng-shaft, said driving-shaft 
being suspended from the bottom of the ve- 
hicle, in combiaatioo with large spur-wheel 
securedon ends of saiddriving-sbaft, and spur- 
wheels secured upon the main axle, into which, 
the spur- wheel on theendsof thedriv!ng-.shaft, 
is geared, all constructed and acting substan- 
tially as and for the purpose specified, 

7. In a carriage or other vehicle propelled 
by spring-motors, the combination of pinions 
f, normally running idle and secured uporf 
the driving-shaft I, and a spring-clutch opei"* 
ated by levers J in front of the vehicle, bell- 
crank levers y, and links/, for the purpose of 
connecting any one op all of said pinions with 
gearing upon the winding-wheels, substan- 
tially as and for the purpose specified. 

8. In a carriage or other vehicle propelled 
by spring-motors, wheels E, placed in the 
arms of the seat of the vehicle apd so arranged 
that a crank can be attached to it, said wheels 
being connected by chain gearing with wheels 
K', said wheels K' carrying upon them shaft- 

pinionsi, said pinions^ being normally geared 
into the spur-gearing t' on the driving-shaft, 
substantially as and for the purpose specified. 

9. In a caiTiage or other vehicle propelled 
by spring-motors, the pinion lc\ secured upon 
the same shaft as pinions K', said pinion A* 
being capable of bei ug shifted in gear by means 
of clutch-lever M, with pinion N, secured upon 
the winding-shaft, substantially as and for the 
purpose specified. 

10. In a carriage or other vehicle propelled 
by spring-motors, a clutch for the purpose of 
connectingorseparatingthedriving-shaft, con- 
structed iu two sections, consisting of clutch 
O, rigidly secured to one portion of said driv- 
ing-shaft, while clutch O' slides upon key o 
upon the other portion of the sbi»f>, substan- 
tially as and fon the purpose specified. 

11. In a carriage or other vehicle propelled 
by spring-motors, a clutch for the purpose of 
connecting or separating the driving-shaft, con- 
structed in two sections, consisting of clutch 
O, rigidly secured to one port'ouof said driv- 
ing-shaft, while clutch O' slides upon key o 
upon the other portion of the driving-shaft, 
said spring-clutch being operated by means of 
levers connecting with a spring foot-treadle, 
o', extending up in front of the driver's seat, 
substantially as and for the purpose specified. 

12. In a carriage or other vehicle propelled 
by spring-motors, the wooden brake-wheele 
having placed upon them adjustable band- 
brakes, said band-bi-akes being connected with 
-a. shaft rnnniug across the vehicle, said shaft 
.connecting the brakes ou the two rear wheels, 
and a shaft running across said vehicle in front 
of said shaft, which connects said band-brakes, 
pivoted on said last- mentioned shafE being le- 
vers P, operated by linksp, connected with the 
arms of rock-sliaft j)', having dependent arm 
l)\ secured to it at its center, said arm ^' being 
connected with a spring foot-treadle by means 
of linki)\ all constructed and acting substan- 
tially as smM for the purpose specified. 

13. In a Carriage or other vehicle propelled 
by spring-motors, an indicator device. wh'ich 
consists of the combination of indicator R and; 
bevel-gearing r r\ said bevel-gearing, being; 
connected with the winding and driving 
wheels, substantially as and in the manner and 
for the purpose specified, 

361,024. CHARLES M. REED, Con- 
nersville, and WILLIAM C. FRAZEE, 

Clermont, Ind. Tricycle. Filed Nov. 23, 
1886. Patented April 12, 1887. Serial 
No. 219,708. (No model.) 

1. In a spring mechanism for irapartiog mo- 
tion, the combination of the main driving- 
spring with gear mechanism connecting the 
drivingspriugshaft with the axle of the mech- 
■anism to be driven, and an auxiliary spring 
coiled about a sleeve mounted upon the shaft 
of the driving-spring and adapted to be thrown 
in and out of gear by means of the lever 2, or 
other suitable device, substantially as de- 
scribed. 

2, A tricycle composed of a box mounted 
between two road-wheels, a frame carried be- 
neath said box, containing a main driving- 
spring mounted on a shaft carrying a pinion 
connecting with one or more smaller pinions 
mounted upon secondary shafts and the axle 
of the vehicle, whereby the force of the driv- 
ing-spring is adapted to revolve the axle o.'' 

the vehicle, and an auxiliary spring mounted , 
on a sleeve surrounding a portion of the shaft 
of the main driving-spring and adapted to be 
thrown in or oot of gear by means of a lever 
or other suitable device, whereby the force of 
either or both of the springs may be used in 
propelling the vehicle, all combined substan- 
tially as described. 



SPRINGS. 



477 



382,311. BRYANT W. ANNIN, Minne- 
apolis, Minn. Locomotive-Velocipede. 
Filed Jan. 23, 1888. Patented Ms.y -8, 
1888. Serial No. 261.613. CNo model.") 
Mj'inveDtioncoDsists,geucraiiy,ui ji spring- 
motor for vehicles, i^c, comprising a aeries of 
spriui^a mounted within a revolving case or 
cylimlrical frame, the periphery of Tvhich is 
coDnected by gear -teeth or other snitable 
mccbauisni with the axle for revolving the 
driving wheel or wheels, each of the said 
springs being connected with the revolving 
case and with a separate spindle mounted in 
aaidcase,and provided withagear- wheel, which 
meshes with a gear common to the whole se- 
ries and held uiioa a relatively-fixed axle, 
aronnd which the case revolves. 

My invention also consists in a device for 
winding the springs by means of a lever at- 
tached to the central asle and in a device op- 
erated by the winding-lever, whereby the case 
or frame in which thespringsare located may 
be locked to the axle and the whole revolved 
together without unwinding the springs. 

1. In a motor ofthe class described, thecom- 
bioation, with the driving-shaft, of a revolving 
case or frame connected to and operating said, 
driving-shaft, aaeriesof springs moaated apoo 

shafts or spindles journaled in said case, and a 
series of gear-wheels upon said spindles and 
meshing with a central and relatively-station- 
ary gear, whereby the action of the springs will 
be exerted to revolve the said case or frame 
about its axis, substantially as described. 

2. The combination, in a vehicle of the class 
described, with the driving-shaft and the 
spring-actuated frame or case connected with 
and revolving said driving-shaft, of" the cen- 
tral shaftabout which the said frame revolves, 
a lever attached to and arranged to operate 
said shaft, a gear also attached to said central 
shaft, aad aseries. of gears located about and 
iiii'shing with said centra) gear and secured to 
ihe spindles ofthe actoating-springs, whereby 
by operating the lever and revolving the cen- 
tral shaft the spindles of the springs are re- 
volved and thesprings rewonnd, substantially 
ns described. 

3. The combination, in a vehicle of the class 
described, with the driving 8haft4,and the gear 
27. secured thereto, of the g^r 26, revolving 
about the shaft 32 and meshing with the gear 
27, a gear, 40, upon the shaft 32, the gears 38, 
mounted upon spindles journaled in the plate 
or gear 26, and common to and meshing with 
the gear 40, the spri ugs 34, attached to the gear 
26 and to the spindles and exerting pressure 
toi'evolvesaid spindles, apd means, asa ratchet, 
48, for retaining the shaft 32 in a stationary 
position in order that the springs 34 may exert 
their power to revolvethegear26,substantiaUy 
in the manner and for the purpose described 

4. In a vehicle of the class described, the 
combination,with the spring-propelling device 
consisting of the series of api-ings held in a re 
volving casiB or frapie, the spindles of said 
spring being provided with a gear meshing 
with a central and independent gear upon a 
shaft, 32, and the locking device consisting of 
a ratchet secured to the shaft 32, and a pawl 
secured to the revolving case, whereby when 
the said pawl engages the ratchet the shaft 32 
and the gear attached thereto will be locked to 
and caused to revolve jpith the said case and 
the action of the springs will be suspended, 
substantially as described. 

6. In a vehicle of the class described, the 
combination, with the spring propelling de- 
vice, consisting of the springs 34, thespindlesSO, 
upon which the said springs are mounted, the 
gears 38,secnred to said spindles, and the gear 
40,Becared upon the central shaft 32,and mesh- 
ing with the gears 38, of the ratchet 58, secured 
to the shaft 32, the pawl 60, secured to the re- 
volving frame op case, the spring 62 for hold- 
ing said pawl in suspension, and a device, as 
thf finger 64, operated by a snitable latch, 66, 
to force the pawl into engagement with the 
ratchet, ecbstautially as described. 

385,881. JAMES F. SiNKLER, Troy, 
Teno. Self-propelling Carriage. Filed 
■Mar. 9, 1888 Patented July 10, 1S8&. 
Serial No. ^65.702. (No model.) 

1. Thecomb*iiatlou,in aself-propellingcar 
riage, ofthe driving-shaft journaled to thercnr 
end of the carriage and having thedriving- 
wheeift, the pilol-wUcel journaled on a abaft 
uiiapted lo betumcdino Uoriaontal planeand 
H(jpporU;d ia advance of the carrisige, connec- 
\.\m^ to direct Uie pHot-wheel in any direction, 
the shaft O, sprocket wheels and spiocket-, 
r,hHJneonnectiqglhesan»etolhcdrivlrig-Bhrtfr, 
the Shalt K, sprocket- wheals and sprocket- 
Chain connectiirK llie latter to the shaft O said 
fihafl K. having the bals'neo-wheelfi Ij and the 
spring iicUiatert mechanism connected tx) the 
sMfi K lo roime the latter, subslunlially as 
described 

2. Thecombtnution. maself picpellinscar 



riiige, of the driving shaft jouiiraled thereto 
ami having thedriving whcfls, the spring mo- 
tor or mechanism and connections botwoon the 
R;imo and the driving shaft to rotate Iho lat- 
ter, liic forward-exti'iuiiiigarmsC, having the 
standards I), the horizontal shaft or axle hav- 
ing one end swivcled to the lower end of one 
of said standards and provided at the opposite 
end with a curved arm or rod engaging the 
lower end of the other standard D, the pilot- 
wheel journaled loosely on said shaft or axle, 
the shaft A', the hand-wheel to rotate the 
same, and connections between said shaft and 
the axle on which the pilot-wheel is uiounted, 
substantially as described. 

3. The combination of the spring-shafts g 
I", having the loose spnr-wheels and the pawls 
and ratchets connecting the said spnr-wheels 
to their shafts, with the driving mechanism 
having the gears engaging the said spur- 
wheels, the sprocket-wheels loose on said shaft 
and connected thereto by pawls and ratchets 
and adapted to rotate in opposite directions 
independently of the shafts, the shaft a, hav- 
ing the wlicc'l cand chain connecting the same 
to the sprocket-wheel on Hhaft F*, the piuion 
d, rigid on shaft «, the gear _p, meshing with 
pinion <?, the wheel r, rigid with said gear, and 
the endless chain «, connecting the said wheel r 
and the sprockct-wheelontheehaft.i/.snbstan- 
tially as described. 

424,903. JOHN M ROGERS, Powell- 
"ville, S. C. Spring-Propelled Vehicle. 
Filed Jan, 17, 1890. Patented Apr. 1. 
1890. Serial No. 337. 231. ^No model.) 

1. The combination, with the bodyand mn- 
ning-gear of a vehicle, the shaft E, and the 
springs for rotating said shaft, of the ratchet- 
wheel s, fast on said shaft, the sprocket-wheel 
t\ loose on shaft E and carrying the pawl x, the 
cdllar s, loose on the axle, the sprocket-wheel <, 
monnted on the collar and arranged to rotate 
with said collar and to allow the collar to move 
longitudinally independently thereof, and 
means for moving the collar 5 lengthwise of 
the axle, as set forth. 

2. Tho combination, with the body and run- 
ning-gear of a vehicle, of the shaft E, the gear 
q thereon, and springs for rotating said shaft, 
the gears o and |>, the lever a, having the 
arm a\ and bent portion a^ substantially as 
and for the purpose set forth. 

3. Tho combination of the body and run- 
ning-gear of a vehicle, a power-shaft, springs 
for rotating said shaft, a_ ratchet-wheel fast 
on said shaft, a sprocket-wheel loose on said 
shaft find carrying a pawl for engaging the 
ratchet-wheel, a front- axle having rigidly 
njonnted. thereon the front wheel, a collar 
loose on the axle and provided on one end 
with teeth to engage the toothed end of the 
hnb of the wheel and near the opposite end 
with a circumferential groove, a sprocket- 
wheel monnted upon llie loose collar and pro- 
vided with a groove which receives a spline 
or feather arranged npon said collar, a chain 
or belt connecting this sprocket-wheel with 
the sprocket upon the power-shaft, a pivot'Od 
hand-levev provided with a forked end for 
engaging the circumferential groove of the 
loose collar, and a hook for engaging the rear 
end of the lever, substantially as set forth. 

-f. The combination, with a body and run- 
ning-gear of a vehicle, a power-shaft, springs 
for rotating said shaft, a central ratchot-whoel 
rigidly monnted upoi^ said shaft, and a paw 
pivoted ton vertical standard and adapted to 
engage said ratchet-wheel for the purpose of 
locking said shaft from rotation, of a loose 
collar upon the axle a^d means for engaging 
said collar with and di.scngagicg from the hub 
fast upon the axle, whereby tho x)Ower of the 
springs raay be saved and the vehicle allowed 
to run by gravity, substantially as set forth. 

5. The corabiratior, with a body and run- 
ning-gear of a vehicle, of a power-shaft, a gear 
thereon, springs for rotating said shaft, a 
bracket having bearings for a short shaft, a 
gear monnted upon said short shaft and mesh- 
ing with the gear upon the power-shaft, a 
transverse shaft provided Upon opposite ends 
with balance-wheels, and also having mount- 
ed thereon a gear which meshes with the gear 
upon the short shaft, and a lever pivoted to 
a cross-piece upon the bracket and provided 
withn downhanging spring-actnated arm and 
bent end, suhstantially as set forth. 

438,273. AUSTIN E. MILLER, Sprague. 
Wash. Tricycle. Filed Mar. 27, 1890. 
Patented Oct. 14. 1890. Serial No. 
345,526. (No model. 1 

The object of tho inveution is to provide a 
machine which is lo be driven by two per- 
.'jonB or by the force of a spring which has 
been wound up cither by hand or by Iho ma- 
chine itself in descending some hill. This 
object I accomplish by my improved tricycle, 
which consists, essentlAlly, in improvements 



in the combined HHTid and lootlovorsfor driv- 
ing tlio main axle, in the ohcitlating casing 
carrying the driving-spring and means for 
oscillating it, and in the double spring within 
said casing, adapted lo be wound by hand or 
bylho machine itself, as well aaof adjunctive 
and specific details of construction which as- 
sist in tho attainment and acconipllshmont of 
the end in view and certain auxiliaries which 
tend to enhance the value of the completed 
machine, all as hereinafter more fully de- 
scribed, and illustrated in the accompanying 
drawings, 

1. Tho combination, with the carriage cr^r- 
ryingfrontandrcarstandardsand Ihodouble- 
cranked axle journaled in said carriage, of 
levers pivoted to the front standard and pit- 
men connecting them to the crank, other le- 
vers removably pivoted to the rear standard, 
and pitmen connected to said levers, tho free 
ends of said pitmen having hooks adapted to 
removably engage said cranky, substiintially 
as described. 

2. In a tricycle, the combination, with tho 
main a.xle carrying the driving-wheels and 
the steering mechanism, of pivoted levers 
connected to said axle for driving the same, 
and spring mechanism, substantially as de- 
scribed, adapted to be thrown into engage- 
ment with said axle, in the manner and for 
the purpose set forth. 

3. In a tricycle, the combination, with the 
main axle carrying the driving-wheels and 
scpall gears keyed thereon near its ends, of 
a spring mechanism, substantially as de- 
scribed, carrying a large gear adapted to be 
engaged with either or disengagedfrom both 
small gears, an upright shaft on which said 
mechanism is mounted, and means, as set 
forth, for tilting said shaft, as and for the 
purpose specified. 

4. The combination, with the carriage hav- 
ing a front standard and a notched plate car- 
ried thereby, of spring mechanism, substan- 
tially as herein de'scribed, mounted upon an 
upright shaft, and a pivoted arm, its front 
end engaging sd.id notches and its rear end 
being bifurcated and engagingsaid shaft, the 
whole operating as and for the purpose set 
forth. 

5. The combination, with the carriage, a 
shield carried thereby, lugs on said shield, 
and a step pivoted between the adjacent faces 
of said lugs and provided with a socket at its 
center, of spring mechanism, substantially as 
herein described, monnted upon an npright 
shaft, the lower extremity of which is seated 
in said socket^ and means, as set forth, for 
tilting the upperend of said shaft, the whole 
operating as and for the purpose specified. 

6 The combination, with the carriage hav- 
ing holes in its sides and a main shaft jour- 
naled in said sides above and between said 
holes, of a U-shapedframe having bifurcated 
ends straddling said axle and outwardly-bent 
tips engaging said holes, and a spring mech- 
anism, substantially as described, mounted 
in said frame, as set forth. 

7. The combination, with the U-sftaped 
frame having a longitudinal slot at the cen- 
ter of its body, the carriage supporting said, 
frame, and a step carried by said carriage be-' 
low" the centerof said slot, of aniiprightshaft 
journaled in said stepand its upper end pass- . 
ing through said slot, a tube having a squared 
upper end sliding laterally in said slot and 
through which tube the shaft passes, a com- 
pound spring connected at its lower end t'> 
said shaft and at its upper end to said tube,< 
alarge gear carried by the shaft, and small 
gears keyed to the main axle, tho whole oper- 
ating substantially as set forth, 

8. In a tricycle, the combination, with the 
carriage, a main axle journaled therein and 
having small gears near its ends, a front 
standard having a notched plate, an oscillat- 
ing step over the center of said axle, and a 
U-shaped frame having a transverse slot 
above said step, of an npright shaft joui^ 
naled in said step and its upper end passing 
through said slot, a tube having a squared 
upper end sliding in said slot, through which 
tube the shaft pasSes,acompoundspring con- 
nected at its lower end to said shaft and at 
its upperend to said tube, a large gear car: 
ried by the shaft and standing normally 
above said small gears, an arm pivotally con- 
nected to said frame' and having a bifurcated 
rear end loosely engaging said shaft, thef rent 
end of said arm engaging said notched plate, 
n-d a ratchet-connection, substantially as- 
described, between said tube and shaft, the 
whole operating as set forth. 

9. The combination, with a cylindrical cos- 
ing having a groove in its side at about the 
center of Us length, a shaft located in the 
center of said casing a tube surrounding said 
shaft, and A ratchet-connection between them, 
of H disk seated in said groove and having a 

-radial slot embracing said shaft; a spring 



478 

above said disk connected at its inner end to 
said tube, a spring below said disk connected 
at its inner end to said shaft, a plate passing 
througtsaid slot in the disk and rigidly con- 
necting the outer ends of said spricgs, and a 
gear carried by said shaft, the whole operat- 
ing substantially as and for the purpose set 
forth. 

10. The combination, with the shaft, the 
lower tube rigidly secured to the lower end 
thereof and provided with teeth in its upper 
end, and the compound spring connected at 
one end to said tube, of an upper tube loosely 
mounted on the upper end of said shaft and 
having teeth in its lower end engaging those 
in the lower tube, the upper end of the com- 
pound spring beingconnected with the upper 
tube, and means, substantially as described, 
for raising'and lowering the npper tube, as 
and for the purpose set forth. 

11. The combination, with the shaft seated 
at its lower end in a step, the lower tube rig- 
idly secured to said shaft near its lower enu 
and provided with teeth in its lipper end, and 
the compound spring connected at one end 
to said tube, of an upper tube loosely mount- 
ed on the npper end of said shaft and hav- 
ing teeth in its lower end engaging those in 
the lower tube, the tipper end of the com- 
pound spring beingconnected with the upper 
tube, a frame havirig depression in its center, 
provided with a slot through which said shaft 
passes, the upper end of said upper tube hav- 
ing a squared head sliding in said slot, an 
arm pivotally colinected to said frame and 
having a bifurcated end straddling said shaft, 
and a coiled expansion -spring upon said 
shaft between said bifurcated end and said 
enlarged head, the whole operating substan- 
tiallv as and for the purpose set forth. 

447,331. DAVILLA L. KLAHR, Shelby- 
ville, Ind, Tricycle. Filed Sept. 16, 
1890. Patented Mar. 3, 1891. Serial No. 
365,188. (No model.) 
■ This Invention relates to carriages and 
wagons, and more especially to that class 
(hereof known as " velocipedes;" and the ob- 
ject of the sarae is to produce a tricycle driven 
.by a coiled Spring or springs carried on the 
body of the machine and adapted to be wound 
from time to time by the rider. 

1. In B velocipede, the combination, with 
the frame-work F, having the curved track 
T, of. the upright shaft U, journaled in said 
frame-work, the fork f, depending from said 
shaft, the steering-wheel w, journaledinaaid 
fork, the diagonal braces D", extending rear- 
wardly from said fork, thefriction-wheelffat 
the upper end of said braces moving beneath 

, said track, the pivot of said wheel being ex- 
tended into a hook II, and a chain N, con- 
necting said hook with the lower end of said 
shaft, as and for the purpose set forth. 

2. In a velocipede, the combination, with 
the upright shaft U, carrying the steering- 
wheel »' and journaled in the frame-work F, 
and a segmental gear g, connected.to the up- 
per end of said shaft, of a rack-bar R, engag- 
ing said gear and moving in guides r, a con- 
necting-rod j), pivoted to said rack-bar, a steer- 
iiig-lever 4, to which said connecting-rod is 
attached, a disk Q alongside said steering- 
lever and having a number of notches q in 
its edge, and a catch-lever 5, operating a bolt 
Q' and engaging said notches, as and for the 
purpose set forth. 

3. In a ti'icycle, the combination, with the 
axle A, cari'ying the driving-wheels W, the 
driving-shaft a, the drum M, mounted loosely 
tlioreon and connected by sprockets and 
chains with said axle, and the spring S, con- 
nected at one end to said dram and at the 
otlier end to said driving-shaft, ot the wind- 
ing-shaft r-^ a large gear r;* thereon, connected 
with H gear g' on the driving-shaft, a ratchet- 
wheel E on eac:'. side of said large gear, loop- 
levers e," engaging said ratchat-wheel, a long 
lever E', pivoted to the frame, and to which 
said loop-levers are iiivotally connected ar 
either side of this pivot, and means for recip- 
rocating said long lever, all as and for the pu r- 
pose set forth. 

4. The combination, with a spring-actuated 
driving-shaft a, a ratchet-wheel R', and pawl 
P', of a gear rj' upon said driving-shaft, a 
windiiig-siiaft /^, carrying a large gear ff, an 
interposed idle-shaft i', having gears g^ and (f 
connecting said power and winding shafts, a 
ratchet-wheel E on each side of said largegear, 
loop-levers e, drawn into engagement with 
said ratchet-wheels by coiIed'springse',a long 
lever E', pivoted at E^, the loop-level's being 
()ivotally connected to said long lever on either 
side ot its pivotal support, a slotted plate L', 
in whicli the longer arm of said long lever is 
guided, a winding-lever 1. and a pitman Y, 
ooiiiiecting tlie wiudiog-lever with the long 

*.lever, .ill as and for the purpose set forth. 

.J. In .a tricycle, the combination, with the 
^axle having driving-wheels and the driving 



SPRINGS. 

mechanism connected with said axle, of a 
speed-governor carried upon the frame-work 
of the tricycle and connected by belt and pul- 
leys to the axle, a shaft S', journaled in said 
frame-work and having brake-shoes S' oppo- 
sita said driving-wheels, and an arm S^, keyed 
on said shaft and adapted to bo actuated by 
said governor to apply the brakes, as and UU' 
der the circumstances set fortli. 

0. The combination, with a speed-governor, 
an arm S", having a slot s', which arm is op- 
erated by said speed-governor, a stationary 
piu .'5^, passing loosely through said slot, and 
a coiled spring y*, surrounding said pin below 
said arm, of alever(,restingbetween its ends 
upon a stationary bari', one end of said levei: 
supporting said coiled spring, and a handle- 
lever for operating the other end of said le- 
ver, the. whole operating as and for the pur- 
pose set forth. 

, 7. In a tricycle, the combination, with the 
main axlehavingdriving-wheelsand the driv- 
ing mechanism connected with said axle, of 
aspeed-governorcarried upon the frame-work 
of the tricycle and driven by said axle, a 
brake-shaft S', journaled in the frame-work 
and having shoes S* opposite said driving- 
wheel, a brake-handle lever on said shaft, an 
arm S', keyed on said shaft and adapted to 
be actuated by %aid governor to apply the 
brakes, and a tension device, substantially as 
described, for imparting a regi)lated degree 
of resistance, to the movement of said arm, as 
and for the purpose hereinbefore set forth. 

452,562. FRANK BRIGGS, Philadel- 
phia, Pa. Spring- Propelled Vehicle. 
Filed Dec. 23, 1890. Patented May 19, 
1891. Serial No. 37.5,568. (No model.) 
My invention has relation to vehicles pro- 
pelled by spring-motors; and it consists in a 
vehicle having one axle or set of its wheels 
connected by gearing to a motor composed of 
a combination of springs wound on one or 
more drums, from which the power is directly 
or indirectly transmitted through a system ot 
gear-wheels, as aforementioned, to the one 
wheel, axle, or set ot wheels of the vehicle. 
The motor is preferably provided with a sys- 
tem of levei-s and gear-wheels connected to 
and in combination with the gearing of the 
motor for controlling at will the direction of 
the gearing operating the wheels ot the vehi- 
cle, so that the vehicle may be propelled or 
backed at will. The motor is also preferably 
provided with a speed-controlling mechan- 
ism tor regulating and controlling the speed 
of the motor. 

My invention further consists of thesleeved 
axle hereinafter described and steering-gear, 
as shown and set forth. 

The object of iny invention is, to provide a 
spring-propelled vehicle which may be driven 
to any reasonable speed, stopped, backed or 
turned in any direction by the simple adjust- 
ment of a lever or series of levers with the 
exercise of but little skill and labor. 

The vehicle is so constructed, in combina- 
tion \vith the motive powei-whlchissituated, 
preferably, under the seat of the vehicle, that 
the motor occupies but little space, and princi- 
pally that space which is of little use or value 
in an ordinary vehicle. 

1. A spring-propelled vehicre having one 
or more series of revoluble drums, two or 
more springs mounted on each drum, toothed 
gear-wheels mounted on and coimcctiiig .said 
drums, small gear-wheels connecting with the 
gearing on the drums, a shaft carrying the 
sniall gear-wheels, said shaft adapted to re- 
ceive the force of the said springs, gearing 
for communicating said force to one or more 
wheels of the vehicle to be driven, intervening 
mechanism for reversing the motion of the 
vehicle, a rear rotative vehicle-axle adju.sted 
to the rear of said vehicle aad adapted to ro- 
tate in its bearings, speed-regulating mech- 
anism, winding mechanism for winding said 
springs, power-controlling lever M, and steer- 
ing apparatus, substantially as described. 

2. In a vehicle, in combination with the 
front axle C, a serrated section F' of the 
fifth-wheel rigidly attached to the axle, a 
gear-wheel g, gearing into said serrated sec- 
tion F', a vertical post G', rofatively adjusted 
to the frame of the vehicle, to the lower end 
of which post tlie gear-wheel g is rigidly se- 
cured, operating-lover </', secured at or near 
the upper end of said vertical post, rt toothed 
rack R, rigidly supported upon and secured 
to the vehicle, and a tooth or pawl provided on 
the lever n', adapted to engage in the teeth 
of the rack R, holding the lever tj' at any de- 
sired position by means substantially as de- 
scribed. 

.1. Aspriug-propelled vehicle provided wiih 
revoluble drums A A', flat coiled springs se- 
cured thereon, large gear wheel or wheels L-t, 
adaiJted to engage in siniilar gear wheel o.' 
wheels, shaft c', and g^r wheel or \yheels c. 
engaging in gear wheel or whoels G, meehau- 



'ism for transmitting the power to the vehicle" 
wheel or wheels, speed-rcgnlating ami power- 
controlling mechanism provided witli air- 
cylinder K, connected by piston and shaft to 
crank-shaft U', valve V, tubular connections 
with cylioder_^lC, a lever L, laterally-adjust- 
able shaft F, wheels//', adapted to engage 
and disengage with other different rotating 
gear-wheels of, the motor at different times, a 
'lever E, operating and controlling the lateral 
adjustment of the shaft F, winding mechan- 
ism, steering apparatus composed of upright 
G', vertically and rotatively secured by sleeve 
or other device, arm or lever g% and gear- 
wheel (7, rigidly secured to the upright G', 
geared into and connected with serrations 
provided on fifth- wheel F', secured to the axle 
C in the manner and for the purpose snb- 
stantially as described. 

i. In a vehicle, in combination with the 
front axlo C, a serrated section F' of the 
fifth-wheel rigidly attached to the axle and 
rigidly secured in position to the upper plate 
of the said iifth-wheel by the downwardly 
and inwardly projecting plates z, a gear-wheel 
g, gearing into said serrated section F', a ver- 
tical post G', rotatively adjusted to the frame 
of the vehicle, to the lower end of which post 
a gear-wheel g is rigidly secured, operating- 
lever g', pivotally secured at g^ to the said 
vertical post at or near its upper end, a. 
toothed racK It, rigully supported upon ami 
secured to the vehicle, a tooth or pawl pro- 
vided on the lever g', adapted to engage in 
the teeth of the rack R, holding the lever g' 
at anydesirc' position, and spring for retain- 
ing the pawl in the teeth of the rack, spb- 
stantially as described 

466,893. DANf€L I. LYBE and WIL- 
LIAM O. NICKLES, Sidney, la.; said 
Nickles assignor to said Lybe. Veloci- 
pede. Filed Aug. 10, 1891. Patented 
Jan. 12, 1892. Serial No. 402,287. (No 
model. ) 

1. The herein -described improved veloci- 
pede, comprising the carrying- wheels and 
their axles, the frame mounted on said axles, 
the sprocket-wheel secured on the rear axle, 
the vertical shaft capable of being moved 
horizontally, the driving-shaft connected with 
said vertical shaft, having gear-wheels, and 
the movable shaft also having gear-wheofe 
capable of imparting different mctions to the 
machine and having a sprecfcet-wheel, and a 
sprocket-chain encompassing said wheel and 
said former sprocket-wheel, substantially as 
set forth 

2. In a velocipede, the combination, with 
the carrying-wheels and their axles, of the 
supporting-frame and springssecored thereto 
and connected at their rear ends to the rear 
axle, and the fifth-wheel havlLg its lower plate 
rigidly secured to the front axle and its mov- 
able plate connected to said springs, substan- 
tially as set forth. 

3. In a velocipede, the combination, with 
the carrying-wheels and their axles, of the 
supporting-frame, the springs secured there- 
to, the fifth-wheel having its lower plate rig- ' 
idly secured to the forward axle, the vertical 
shaft, the pivoted rack-bar secured to said 
shaft, and the chains or straps connected 
thereto and to said fifth-wheel, substantially 
as 'set forth. 

4. la a velocipede, the combination, with 
the carrying- wheels and their axles, the rear 
one of which has a central sprocket-wheel, of 
the supporting-frame, the vertical shaft ca- 
pable of horizontal movement and provided 
with an upper double handle-bar and a lower 
foot-bar, the main operating-shaft leaving 
ratchet-wheels, the spring-held pawls engag- 
ing therewith, the arms or plates carrying 
said pawls, the rods or pitmen connected to 
said arms or plates and to said vertical shaft, 
and the shaft engaged by said operating- 
shaft and having a sprocket-chain leading to 
said sprocket-wheel on the rear axle, substan- 
tially as s*it forth. 

5. In a velocipede, the combination, with 
the carrying wheels and their axles, the rear 
one of which has a central sprocket-wheel, ot 
a sapportiog-frame, the vertical shaft caoa 
bleof horizontal movement and provided with 
operating-bars, the main operating-shaft hav- 
ing ratchet-wheels and large and small gear- 
wheels, the arms or plates carrying spring- 
held pawls engaging said ratchet-wheels, the 
rods or pitmen connected to said arms or 
plates and tosaidvertieal shaft, therear mov- 
able shaft having a sprocket-wheel and large 
and small pinions designed to engage .said 
former gear-wheels, the sprocket-chain en- 
compassing said sprocket - wheel and the 
sprocket-wheel on jhe rear axle^ and the rod 
secured to said movable shaft for moving the 
same, substHntiaily as set forth. 

6."In a velocipede^ J;he combiualioQ, with 
the operacing mechanism, of a shaft having 
a coil-spring secured thereto, a wlieel fas*- on 



said shaft having grooves or notches, a plate 
or bracket encompassing said spring and hav- 
ing a series of holes or apertares in one end, 
and a loosely-secured gear-wheel having a Ing 
or stud designed to be projected intoany one 
of said holes or apertures and to engage said 
gi-oovecl or notched wheel, soid gear-wheel 

engaging said operating raechanism, as set 
forth. 

7. In a velocipede, the combination, with 
theoperatingmecbaQism,of theshaft,thecoil- 
spring seen red thereto at one end, the plato 
or bracket to which the other end of said eoU 
spring is secured, the ratchet-wheel securet. 
to one end of said plate or bracket, the pawl 
or arm*engaging therewith, the wheel faston 
said shaft, having grooves or notches, the 
loosely-secured gear-wheel designed to engage 
with said" plate or bracket and to also engage 
with the operating mechanism and with said 
grooved or notched wheel, the rock-shaft, the 
arms projecting therefrom, and the operat- 
ing-bar secured to said rock-shaft, substan- 
tially as and for the purpose set forth. 

490,983. DANIEL M. PFAUTZ, Phila- 
delphia, Pa., assignor to the Compound 
Spring Power Company. Camden, N. J. 
Spring-Propelled Vehicle. Filed Feb. 
29, 1882. Patented Jan. 31, 1893. Serial 
No. 423,290. (No model.) 
My invention comprises certain imprm-e- 
raents in the winding, power transmitting, 
braking, and steering gears of the vehicle, 
the special features forming the subject of 
my invention being fullysetforth andspecifi- 
cally claimed hereinafter. 

1. The combiuaUonof the spring shaft, the 
winding lever having two pawls, right and 
left ratchets, one engaged by one pawl, and 
the other by the olliorpawl, aspur wheel con- 
nected to one ratchet and meshing directly 
with a wheel of the winding lrain,and aspur 
wheel connected to the otlu-r ratchet and 
meshing indirectly with Siiid wheel of the 
winding train through the medium of an inter- 
posed pinion or pinions, whereby thecontiuu- 
ous winding of the springs may bo eifected 
by a back and forth vibration of the winding 
lever, substantially as specified. 

2. The combination of ihe spring drum, the 
driving shaft, a pinion loose thereon, gearing 
connecting said piuiou to the spring drum, a 
clutch for connecting said pinion to the driv- 
ing shafr, a second pinion also loose on the 
driving shaft, a clutch for connecting said 
second pinion to the driving shaft, and gear- 
ing whereby the movement of said second 
|)inionis caused to impart reverse movement 
to the transmittinggearing, and thence to the 
spring drum, in order to re-wind the springs 
through the medium of thedriving shaft, sub- 
stantially as speciQed. 

3. The combination of the driving wheels 
of the vehicle, the brake shoes normally held 
in engagement with said wheels by springs, 
a treadle, and lever mechanism whereby said 
brake shoes can be. withdrawn from contact 
with the wheels by the pressure of the foot, 
substantially as specified. 

502,577. CHARLES E. NEWMAN, 
Baltimore, Md. Spring-Propelled Ve- 
hicle. Filed Apr. 21, 1893. Patented 
Aug. 1, 1893. Serial No, 471.333. (No 
model) 

My invention is directed to improvements 
in spring propelled vehicles of the type known 
as velocipedes; and ray said improvements 
consist of certain novel constructions and 
combinations, whereby the frame contains 
separate and independent devices controlled 
by the feet of the rider for engaging and dis- 
engaging the propelling shaft with spring 
motors, and for lockinc thosame when outof 
eniraerement. 

1. In a self propelled vehicle, the combina- 
tion, with the frame, of a sliding seat, the 
brakes operated thereby, a steering device, a 
pairof shifting levers, each controlling a pin- 
ion on the front axle, and a train of gear en- 
gaging each pinion and an independent 
spring motor, arranged and controlled by the 
rider, substantially as described. 

2. In a self propelled vehicle, the combina' 
tion, with the duplex spring motors, of the 
front axle having a sliding pinion thereon for 
each motor, a train of gear separately engag- 
ing said pinions and spring motor,'and a paii 
of levers for independently shifting said pin- 
ions, having each a tooth or stud adapted to 
engage and disengage the said separate mo- 
tor trains, substantially as described. 

3. Id a self propelied vehicle, ihecombina- 
tioii of the frame composed of the separate 
side bars mounted in pairs at their rear ends 
upon the bolsterand at ibeir front ends upon 
a driving asle; a spring motor and gear train 
ff-oaDl^d in each frame, a pinion sliding on 
eaid asle for engaging each train, a foot lever 



SPRINGS. 



for engaging each pinion, and a tooth or stud 
on each lever for engaging each motor train, 
substantially as described. 

4. In a spring propelled vehicle the front 
axle having near each end a sliding pinion, 
in combination with a spring propelled gear 
train, suitable means for separately shifting 
said pinions to engage and disengage said 
motor train and suitable means for sepa- 
rately locking said gear train when disen- 
gaged from said pinion, substantially as de- 
scribed. 

5. In a self propelled vehicle, the combina- 
tion, with the front axle having sliding pin- 
ions, au independent spring driven motor 
train engaging each pinion, a shifting lever 
for each pinion, and the steering cross bar 
supporting said lever.s, substantially as de- 
scribed. 

533,085. GEORGE K. RICE, Taylor- 
ville, III. Interchangeable Coil-Spring 
Motor and Brake for Bicycles and Tri- 
cycles. Filed Oct. 1, 1894. Patented 
Jan. 29, 1895. Serial l^o. 524,690. (No 
model. 
'My invention relates to improvements in 
iuterchangeablecoil spring motors and brakes 
operating in conjunction with a gear on the 
pedal shaft of a bicycle or tricycle. 

The objects of my improvements are, first, 
to provide onabicycleortricyeleacoil spring 
suitably geared to be wound up by resisting 
the forward momentum of the vehicle on 
. down grade; second, that by the adjustment 
of the parts, to apply the expansive force of 
the coil spring for driving the vehicle on up 
grades. 

Id a spring motor, the combination with a 
frame (J of a drum B, pivotally mounted 
thereon at one side thereof, a coil spring A, 
mounted within said drum and a toothed pin- 
ion D, monntedupon the outside of the drum 
in operative connection with said spring,_an 
internally toothed gear wheel J, mounted in 
the frame N and a toothed pinion L carried 
thereby, and means for swinging said drum, 
whereby itsjpiuion may be brought into en- 
gagement with either the internally toothed 
gearwheel or with its pinion substantially as 
described. 

542,839. EMIL GUSTAV H. STEIN, 

I^ew York, N. Y. Spring -Operated 
Motor or Apparatus. Filed Feb. 14, 
1895. Patented July 16, 1895. Serial 
No. 538.346. (No model.) 
My invention relates to motor?, and the ob- 
ject is to produce a simple and effective de- 
vice of this class, which shall be economical 
in construction and operation and practical 
in allcases where great ouwerisnot required. 
The coostrnction of my device involves the 
combination of spriugmechanism and pump- 
ing apparatus, the former constituting the 
initial force for putting the motor in opera- 
tion, after which the parts operate jointly to 
maintain the operation and producn the re- 
quired Dowpr. 

1. In a motor, the combination of a spring- 
mechanism, adapted to be wound through the 
medium of the spindles 5, a pumping mechan- 
ism, a power-shaft, and operative connections 
between the spring mechanism and pnuiping 
apparatus operated by said mechanism, and 
means connecting the power shaft and pump- 
ing mechanism for operating said power shaft 
by said pumping mechanism, substantially as 
shown and described. 

2. In a motor, the combination of a spring 
mechanism, adapted to be wound through the 
medium of the spindles 5, a pumping appara- 
tus and a power shaft, means for operating the 
pump by the spring mechanism, means for 
operating the power shaft by the pumping 
mechanism, aud a connection between the 
power shaft and spring mechanism for wind- 
ing the latter, substantially as shown and de- 
scribed. 

3. In a motor, the combination of a spring 

mechanism, adapted to be wound through the 
medium of the spindles 5, a pumpingappara- 
tus and a power shaft, means for operating 
said pumping apparatus by the spring mech- 
anism, means for operating the power shaft 
by the pumping mechanism, and a governor 
for regulating the movement of the spring 
mechanism, substantially as shown and de- 
scribed. 

4. lu a motor, the combination of a spring 
mechanism adapted to be wound through the 
medium of the spindles 5, "with a series of 
pumps arranged in pairs, a series of cylinders 
in communication with said pumps, a power 
shaft in communication with each of saidcyl- 
iuders. ami means for operating said pumps 
alternately, whereby the power thereof is 
transmilted Ihrougli said cylinders to the 
power shaft, substantially as shown and de 

.scribed. 



479 

5. In a motor, the combination, with a spring 
mechanism, adapted to be wound through the 
medium of the spindles 5, a pumping appara- 
tus and a power shaft, of a series of cylinders 
in communication with said pumping appara- 
tus, a series of pistons, one of which is located 
in each of said cylinders and connected with 
the power shaft, and means for operating said 
pumps and transmitting the power thereof 
through said cylinders to said power shaft, 
substantially as shown and described. 

G. In a motor, the combination of a spring 
mechanism, adapted to be wound through the 
medium of the spindles 5, a pumping appara- 
tus consisting of a series of pumps arranged 
in pairs, a series of cylinders in communica- 
tion with said pumps, a piston located in each 
of said cylinders and connected with said 
power shaft, and means for transmitting mo- 
tion from the spring mechanism to the pumps, 
substantially as shown and described. 

7. In a motor, the combination of a spring 
mechanism, adapted to be wound through the 
medium of the spindles 5, a pumping appara- 
tus and power shaft, said parts being in opera- 
live connection and adapted to be operated 
by the spring mechanism, and means for wind- 
ing the spring mechanism, connected \. ith the 
power shaft, substantially as shown and de- 
scribed. 

S. In a motor, the combination of a spring 
mechanism, adapted to be wound through the 
medium of the spindles o, a pumping appa- 
ratus operatively connected with the said 
spring mechanism and adapted to be oper- 
ated thereby, a'puwer shaft operatively con- 
nected with said pumping apparatus and 
adapted to be operated thereby, means for 
winding the spring mechanism, connected 
with and operated by the power shaft, and a 
governor for said spring mechanism, substan- 
tially as shown and described. 

9. In a motor, the combination of a spring 
mechanism, adapted tobe wound through the 
medium of the spindles 5, a pumping appa- 
ratus and a power shaft, each of s'aid parts 
being in operative connection and adapted to 
be operated by the spring mechanism, aud 
means for winding up the springs during the 
operation of the motor, said means consisting 
of a pivoted rod or arm in connection with 
the power shaft and provided with pivoted 
cranks, one of which is revoUibly connected 
with each spring shaft of the spring mechan- 
ism, and a ratchet and pawl mechanism con- 
nected with each shaft and crank, whereby 
the spring mechanism is wound during the 
operation of the motor, substantially as shown 
and described. 

10. In a motor, the combination of a spring 
mechanism, adapted to be wound through the 
medium of the spindles 5, a pumping appa- 
ratus and a power shaft, said pumping appa- 
ratus consistingof aseriesof pumpsarranged 
in pairs in operative connection with the 
spring mechanism, and adapted to be alter- 
nately operated thereby, a series of water 
cylinders provided with pistons and in com- 
munication with said pumping apparatus by 
means of a four- way valve, said pistons being 
in operative connection with the power-shaft, 
and a bar pivotally connected with said valve 
for operating the same and with said power 
shaft, substantially as shown and described. 

11. In a motor, the combination of a spring 
mechanism, adapted to be wound through the 
medium of the spindles 5, a pumping appa- 
ratus and a power shaft, two water cylinders 
in communication with said pumping appa- 
ratus by means of a four-way valve, piatons 
located in said cylinders in operative connec- 
tion with said power shaft, and a valve con- 
trolling the communication between said 
pumping apparatus and said cjdinders, oper- 
ated by said power shaft, substantially as 
shown and described. 

12. In a motor, the combination of a spring 
mechanism, adapted tobe wound through the 
medium of the spindles 5, a pumpiug appa- 
ratus, and a power shaft, Wwo water cylinders 
in communication with said pumpiug appa- 
ratus b}' means of a four-way valve, pistons 
located in said cylinders in operative connec- 
tion with said power shaft, a valve controlling 
the communication between said pumping 
apparatus and said cylinders, operated by 
said power shaft, and winding devices for the 
spring mechanism in operative connection 
with the power shaft, substantially as shown 
and described. 

13. In a motor, the combination of aspriqg 
mechanism, adapted to be wound through the 
medium of the spindles 5, a pumping appa- 
ratus and a power shaft, the pumping device 
consisting of aseriesof pumps arranged in 
pairs and adapted to be operated by the 
spring mechanism, two water cylinders in 
communication with said pumping mechan- 
ism, said communication being controlled by 
a valve provided with operative cuuiiections 
with the power sbaft,eaehof said water cylin- 



480 

"dors being also provided with a pistotj haviug- 
tipcrauvo connections with said power shaft, 
winding devices for the spring mechanism 
connected with tiie power shaft and operated 
llieieby, and agovornor for said sprini; mech- 
anism, substanlially as shown and described. 

544,636. ALLEN M. BROWN, Good- 
land, Kans. Power-Wheel. Filed May 
21. 18<)4. Patented Aug. 13. 1895. Serial 
No. 512.032. fNo model.) 
My iavention relates to improvements in 
power-wheels adapted for use on bicycles, tri- 
cycles, all other velocipedes, and vehicles 
generallv. 

1. In a power wheei, lue combination with 
the axle and framework of the wheel, of the 
ratchet pinion located about the axle, means 
attached. to the axle for locking the pinion 
against movement in one direction, a spring- 
actuated gear mounted on a upindle located 
ill the framework of the wheel and a clutch 
for locking said pinion to the framework of 
the wheel and meshing with the pinion, 
whereby the power of the gear may be util- 
ized to rotate the wheel, substaDtially as de- 
scribed. 

2. In a power wheel, the emnbioation with 
the axle and wheel framework, of the ratchet 
pinion engaging the axle, pawls attached to 
the axle and locking the pinion against move- 
ment in one direction, a plurality of spring- 
actuated gears mounted in tLe framework of 
the wheel and meshing with the ratchet pini- 
ioQ, and a sliding clutch for locking said pin- 
ion to the framework of the wheel, substan- 
tially as described. 

3. In a power wheel, the combination wiih 
the axle and framework, of the ratchet pin- 
ion, the gravity pawls attached to the axle and 
engaging the interior ratchet face of the pin- 
ion, a plurality of spring-actuated gears 
mounted in the framework of the wheel and 
meshing with the pinion, and a sliding clutch 
for locking the pinion to the framework of the 
wheel, substanlially as described. 

4. In a power wheel, the combination with 
the axle and wheel framework, of the ratchet 
pinion, the gravity pawls attached to the axle 
and engaging the ratchet face of the pinion, 
the spring-actuated gears mounted on spin- 
dles jonrnaled in the framework of the wheel, 
and a sliding clutch adapted to lock the pin- 
ion to the wheel, substantially as described. 

6. In a power wheel, the combination with 
the axle and wheel framework, of the ratchet 
pinion, the gravity pawls engaging the inte- 
rior ratchet face of the pinion, the collars 
attached to the axle on either side of the pin- 
ion and concealing the pawls, the spindles 
journaled in the feamework of , the wheel, the 
gears mounted on the spindles and meshing 
with the pinion, the springs attached to the 
spindles at one extremity, and to the wheel 
at the opposite extremity, ratchet disks at- 
tached to the spindles, locking doga pivoted 
on the framework and adapted to engage said 
disks, and a locking clutch mounted on the 
axle and adapted to lock the pinion to tho 
wheel, substantially as described. 

Q. in a power wheel, the combination with 
tbeaxleand framework, of the pinion located 
about the axle and provided with an interior 
ratchet face surrounding the axle, gravity 
pawls attached to the axle and engaging the 
interior ratchet face of the pinion, whereby 
the latter is locked against movement in one 
direction, and a spring-actuated gear mounted 
on a spindle located in tho framework of the 
wheel and meshing with the pinion, whereby 
the pon^r of the gear may be utilized to ro- 
tate the wheel, substantially as described. 

7. In a power wheel, the combination with 
the axle and framework, of the pinion located 
about the axle and provided with an interior, 
ratchet face, gravity pawls attached to the 
axle and engaging said face of the pinion, 
whereby the' latter is locked against move- 
ment in one direction, a spring-actuated gear 
mounted on a spindle located in the frame- 
work of the wheel and meshing with the pin- 
ion, whereby the power of the gear may be 
utilized to rotate the wheel, and means for 
locking the pinion to the framework of the 
wheel, substantially as described. 

8. In a power wheel, the combination with 
theaxleaod framework, of thu pinion located 
about the axle and provided with an interior 
ratchet face surrounding the axle, gravity 
pawls attached to the axle and engaging said 
ratchet face of the pinion whereby the latter 
is locked against movement in one direction, 
a spring-actuated gear mounted on a spindle 
located in the framework of tho wheel and 
meshing with the pinion, anil n .sliding clutch 
for locking the pinion lo the framework of 
the wheel, substanti.illy as dorsctibt^d. 

9. Ti) a power wheel, the combiuation with 
the axle and the framework, of the pinion lo- 
cated about the axle and provided with an 



SPRINGS. 

interior ratchet face surrounding the axle, 
loose gravity pawls suitably separated and 
having hooked extremities engaging recesses 
formed in the axle, said pawls being adapted 
to engage the interior ratchet face of the pin- 
ion and lock the latter against movement in 
one direction, and a spring -actuated gear 
mounted on a spindle located in the f rame- 
,vork of the wheel and meshing with the pin- 
ion, substantially as described. 

10. In a power wheel, the combination with 
the axle and framework, of the pinion located 
about the axle and provided with an interior 
ratchet face surrounding the axle, loose grav- 
ity pawls suitably separated and having 
hooked extremities engaging recesses formed 
in the axle, said pawls being adapted to en- 
gage the interior ratchet face of the pinion 
and lock the latter against movement in one 
direction, two collars fast on the shaft, one 
being located on each side of the pinion and 
concealing the pawls, and a spring-actuated 
gear mounted on a" spindle located in the 
framework of the wheel and meshing with the 
pinion, substantially as described. 

644,955. ALFRED BURDICK and 

HENRY T. WETZEL, Hubbell, Nebr, 

Spring-Motor for Vehicles. Filed Mar. 

8, 1895. Patented Aug. 20, 1895. Serial 

No. 541,002. fNo model.) 

Our invention relates to improvements in 
Kpring-motorsforvehicles,and pertains to that 
class which are adapted to be wound either 
by hand, by the momentum of the vehicle in 
going down hills, or by any other suitable 
means. 

The object of our invention is to provide a 
spring-motor for use upon vehicles of any de- 
scription, the motor consisting of a series of 
springs adapted to operate a mechanism 
either separately or jointly, and said mech- 
anism to in turn impart a movement to tho 
driving-wheels of thft vehicle. 

A spring motor comprising a motor shaft, a 
driving shaft, the motor shaft having a rigid 
cog-wheel, the driving shaft having a collar 
carrying a cog wheel and a sprocket wheel, 
and adapted to move the cog-wheel out of en- 
gagement with the motol' rigid wheel, a collar 
upon the motor shaft and adapted to rotate 
free thereof a sprocket wheel, a sprocket 
chain passed around the said sprocket wheels, 
and a means for throwing the sprocket collar 
of the motor .shaft in and out of locking en- 
gagement therewith, for the purpose of driv- 
ing the drive shaft of the vehicle in either di- 
rection, for the purpose described. 

551,867. ADAM D. MAGGART and 

LEROY EARNHART, Cromwell, Ind. 

Spring-Power for Bicycles. Filed Mar. 

8, 1895. Patented Dec. 24, 1895. Serial 

No. 541.033. rNo model.") 

The object of the invention is toprovide a 
simple and inexpensive spring-motor which 
is adapted to be geared lo the main sprocket- 
shaft for applying the accumula^ted power 
thereto, and which is adapted to be operated 
or wound up by means of suitable pedal-le- 
vers,an<l to construct such motor in such man- 
ner that it will be positive in its action, re- 
liable and durable in practice, not liable to 
get out of order,and which shall be thoroughly 
clFet'tive for the purpose for which it is in- 
tended. 

The present invention consists in the com- 
bination, with tho reach, rear fork and other 
frame-bars of an ordinary safety-bicycle, of 
a stationary drum located in close proximity 
to the main driving-sprocket, and provided 
with an internally-arranged spur-gear from 
which motion is imparted to the main sprocket 
l>y means of a spur-pinion secured to the 
sprocket-shaft and meshing with said inter- 
nally-arranged spur^gear tlirough a slot in 
the surrounding casing or drum; in the com- 
bination, with the master-gear, of ratchet- 
disks operating in connection therewith and 
actuated by the pedal-levers; in the particular 
arrangement of the motor-springs with rela- 
tion to said ratchet-disks; in the manner of 
connecting the pedal-levers with the shafts 
at the ratchet-disks, and in thenumnerof re- 
tracting the pedal-levers and throwing thorn 
out of gear with the shafts of the ratchet- 
disks; and iu certain features and details of 
construction and arrangomont of parts here- 
inafter fully described, illustrated in tho 
drawings, .and pointed out in the clnims. 

1. Inabicyclo spring ijower mechanism, the 
combination with the crank axle, of a gear 
wheel keyed thereto, a master gear meshing 
therewith, a stationary drum surrounding 
said master gear and attached rigidly to tho 
machine frame, a ratchet hub (ipcrating iu c«n- 
neotion with said master gear and arranged 
within tho drum, a plurality of jjowcrspriiijiy 
interposed between and connected with said 
ralohct hnband drum, a pedal lever mounted 
oil the shaft of tne ratchet hub. and a pawl 



and ratchet connection between said pedal 
lever and the shaftof the ratchol huh, all ar- 
ranged for joint opeivition. substantially as 
specified. 

-i^. In a spring power driving device for bi- 
cycles, the combination with the frame of tho 
machine, of a horizontally disposed cjiindri- 
cal drum rigidly attached to said frame, a 
centrally arranged master gear wheel mount- 
ed upon a horizontal shaft arranged concen-> 
trically of the drum, a ratchet disk resting 
against the side face of said master gear and 
formed with an outwardly extending hub 
journaled upon one of the piojecting ends of 
said master wheel shaft, a plurality of power 
springs connected at their innoi- ends to said 
liub and at their outer ends to the drum, an 
outwardly projecting centrally arranged stud 
.shaft projecting from said hub through the 
end casing of the drum, a pedai lever having 
a pawl and ratchet connection with said last 
4iamed shaft, and a retracting spring slidingly 
arranged within tho end casing of the drum 
and in engagement with an inwardly project- 
ing pin or stud on said pedal lever, substan- 
tially as and for the purpose described, 

3. In a spring power driving device for bi- 
cycles, a spring actuated master gear meshing 
with a pinion on the main sprocket shaft, in 
combination with a revoluble hub mounted on 
the shaftof said master gear, the ratchet disk 
on said hub, asupplemental disk also can-ied 
by said hub, the interposed pins or bars to 
which the springs are secured, a series of 
springs connected with said hub and adapted 
to ajtply their power thereto, the interposed 
pa^\'ls connecting said ratchet disk and the 
master gear, and means substantially as de- 
scribed fur rotating said hub. 

4. In a springpowerdrivingmechanism for 
bicycles, the combination with the drum con- 
taining the spring winding mechanism, of- an *» 
end disk or cover provided with sm. internal 
cavity, a spiral retracting .spring located in 
said cavity, a jicdal lever mounted on a shaft 
arranged centrally of and projecting through 
said end disk, and a pin interposed betweeti 
said lever and retracting spring, substantially 
as and for the purpose specified. 

5. In a spring power driving mechanism for 
bic_>"cles, the combination with the spring 
winding mechanism, of a centrally an-anged 
shaft, the end disk provided with a central 
aperture through which said shaft iirojects 
and also provided with a cavity and a curved 
slot leading thereto, a spiral retractingspring 
arranged within said cavity iu the end disk, 
a pedal lever pivoted upon said centrally ar- 
ranged shaft.a ratchet disk keyed to said shaft 
and ai-ranged within the hollow expandedend 
of the pedal lever, a slidingpawl for engaging 
said ratcliet disk, a pin intei-posed between 
said sliding pawl and the free end of the re- 
tracting spring, and an offset 'Si adapted to 
act upon said pin for withdrawing the pawl 
out of engagement with the ratchet disk and 
permitting the free revolution thereof, sub- 
stantially in the manner and for the purpose 
described.' 

G. In a spring power driving mechanism for 
bicycles, the combination with the centrally 
arranged spring winding shaft, of a pedal 
lever mounted loosely thereon and provided 
with a hollofl' expanded end, a ratchet disk lo- 
cated therein and kej'cd to said centrally ar- 
ranged shaft, a longitudinally movable and 
sliding pawl engjiging said disk and located 
within the hollow end of the pedal lever, an 
actuating spring for sliding said pawl longi- 
tudinally into engagement with said disk, and 
a detachable covering plate applied to said 
pedal lever in such manner as to inclose said 
disk and the pawl and its actuating spring, 
substantially as specified. 

7. In a spring power driving mechanism for 
bicycles, tho combination with the centrally 
arranged spring winding shaft, of a pedal 
lever mounted loosely thereon and provided 
with a hollow expanded end, a ratchet disk lo- 
cated therein and keyed to said centrallj' ar- " 
ranged shaft, a longitudinally movable and 
sliding pawl engaging said disk and located 
within a recess in the expanded end of said 
lever, a sliding block or collar mounted upon 
the shank of said pawl insuch manner as to 
allow the pawl to recipi-ocate, a pin earned by 
said block and projecting through a slot in the 
wall of tbe lever, and an actuating springnr- 
ranged behind said pavrl for sliding the latter 
longitudinally into engagement with the 
ratchet disk, substantially as and for the pur- 
pose specified. 

559,561. ARETAS B. ANDREWS, 

Centre Point. la. Automatic Vehicle 
and Motor Power. Filed Aug. 31, 1895, 
Patented May 5, 1896. Serial No. 

561. Uil. (No model > 
Tho object of this invention is fo provide 
for the running of vehicles and the like auto- 
matically or bymotor power through spring- 
actuated mechanism: and the invention con-- 



sists in the construction, comblnafion.andai'-' 
rangement of parts, as hereinafter fully set 
forth and claimed. 

In an automatic vehicle and motor power, 
tKe combination with geared carrying-wheels 
attached to a revolving shaft or axle a plu- 
rality of spring-actuated cylinders and a 
double train of gearing connecting them with 
thecarrying-wheels, one train to givepositive 
and uninterrupted forward motion, and the 
other to give iutermittent backward motion 
to the cyliudei-s, one or more pinions adapted 
to elide in and out of mesh with tlie inter- 
mitlently-moving, winding-gears, and an au- 
tomatic shifter therefor consisting essentially 
of a screw-threaded shaft j, a nut J' mounted 
thereon, a spring,/' connecting it with a stir- 
rup U, and angled stirrup IT TJ' to shift the 
said pinion in and out of meah, and a spring- 
actuated plunger V with an atigled head en- 
gaging the angled portion ot said stirrup, aub- 
st*ntially as described. 

572,371. HARDY N. REVELLE, Ml- 
CAJAH M, FORD, and JOE W. 
KELLY, Buchanan, Ga. Traction- 

Motor. Filed Sept. 1, 1894. Renewed 
Nov. 4, 1896. Patented Dec. I. 1896. Se- 
rial No. 611, 073. (No model.) 

1. A fcame, cuffs on said frame adapted to 
receive the shafts of vehicle, a traction- wheel, 
and straps adapted to connect said cuffs to 
the singletree, for the purpose specified. 

2. A frame movablj^ secured between the. 
shafts of a vehicle, angle-rollers on its back 
end, and a segment secured to said shafts in 
such a position as to be traversed by said roll- 
era as the frame moves, a traction-wheel 
motinted in said frame and.a motor connected 
therewith. 

S. A frame adapted to be secured to the 
thills of a vehicle, spring-barrels secured on 
said frame, two shafts mounted in bearings 
concentrically of artd passing through said 
barrels, a wheel mounted on the contiguous 
ends of said shafts, sleeves revolubly mounted 
on said, shafts, a spring thereon within each 
baiTel and intermittent clutch mechanism 
carried on said sleeves and adapted to en- 
gage said liub in a direction applying the 
power stored in said spring to the wheel and 
means for winding said springs for the pur- 
pose specified. 

4. A frame adapted to be secured to the 
thills of a vehicle, spring-barrels secured on 
said frame, tjvo shafts mounted in bearings 
concentrically of and passing through' said 
barrels, a wheel mounted on the contiguous 
eiids of said shafts, sleeves revolubly mounted 
ori'sftid shafts, a spring thereon within, each 
barrel, intermittent clutch mechanism car- 
ried on said sleeves and adapted to engage 
said hub in a direction applying the power 
stored in said spring to the wheel and means 
for winding said springs consisting of an an- 
nular flange concentrically on the traction- 
W'heel, a friction -wheel adapted to contact 
with said flange and mounted in a sliding 
bearing, and a helt connecting said friction- 
wheel with the aforesaidrsleeve, substantially 
as shown and for the purpose specified. 

584,169. GEORGE M. STOCK, Mil 

waukee, Wis., assignor of one-half -to 
Mathias Schneider, same place. Vehicle- 
Motor. Filed Jan. 21, 1S97. Patented 
June 8, 1897. Serial No. 620,107. (No 
model.") 

1'. A motor for recipfocating a vehicle, com- 
prising au actnating-spring, a train of wheels. 
a reversely-threaded screw, a sleeve about 
the screw rcciprocable on a rod guide or 
guides, tlie rod guide or guides, and a chain 
or cord attached to and extending in opposite 
directions from the sleeve and winding on 
spools on and concentiic with wheels of the 
vehicle. 

2. In a motor for reciprocating a vehicle, a 
reversely -threaded screw mounted on the 
frame of the vehicle, a sleeve reciprocable on 
a guide and over the screw, a pin connecting 
the sleeve actively to the screw, a chain or 
cord connected to the sleeve and extending 
in opposite directions therefrom to and wind- 
ing on spools on the wheels of the vehicle, 
and means for operating the screw. 

3. The combination with a reversely- 
threaded sci'ew, of a sleeve reciprocable on a 
guide over the screw, a pin loose in the sleeve, 
said pin having a furcate extremity riding on 
the screw in the grooves thereof, and a chain 
or cord connecting the sleeve to and winding 
on spools on and concentric with the wheels 
of a vehicle. 

4. The combination with the wheels and 
frame of a vehicle, of an aetuating-spring, a 
train of wheels, a governor connected oper- 
atively to the train of wheels, a reversely- 
threaded screw, a sleeve about the screw ro- 
eiprocablo on a rod-guide, and chains or cords 
-attached to the sleeve and extendinjr in op- 



STEAM. 



posite directions therefrom and winding on 
spools on and concentric with the wheels of 
the vehicle. 



Steam^Propelled 



Cairiages, 



26,911. ROBERT H. LONG, Philadel- 
phia. Pa. Propelling Passenger Cars 
by Steam. Patented Jan. 24, 1860. 
My invention consists, first, in placing small 
engines and boiler upon the front platform of 
a railway-car, as shown at A; setiondly, in 
80 constructing the engine as to bring the 
shaft on a parallel and horizontal line with the 
car-axle. 

1. i'lacing a steam engine and boiler, con- 
structed and arranged as described, on the 
platform of a railway-car in the manner sub- 
stantially as specified. 

2. Placing the pinion F upon the frame of 
the engine, thus permitting the engine to be 
brought close to its work and the whole to be 
used in combination with a railway-car, for 
the purposes set forth. 

1,126. (R) ROBERT H. LONG, Portable 
Steam Engine. Original No. 26,911, 
dated Jan. 24, 1860. Reissued Jan. 15, 
1861. 

My invention is adapted Co railroads wher- 
ever a separate locomotive, from its size, 
would be ubjectionable. Hitherto engines 
have been placed on the top of, under the bot- 
tom of, and in the car ; but all these plans 
are more or less objectionable. I arrange the 
boiler'and engine upon one platform, (the for- 
ward one preferred,) and connect the engine, 
either by the way hereinafter described or in 
any other couvenient way, directly with the 
wheels of the car./ 

The advantage of placing the pinion F upon 
the frame of the engine is, that it permits 
the engine to be brought close to its work, 
and by reason of the relative location of the 
axle G andshaftE thejoltingof the car upon 
the road does not cause any injurious effect to 
the eiiffiue. 

1. Placing a steam engine and boiler, con- 
structed and arranged as described, on the 
platform of a railway-car in the manner sub- 
stantially as specified. 

2. Placing the pinion F upon the frame of 
the engine, thus permitting the engine to be 
bi:ought close to its work and the whole to be 
used in combination with a railway-car, for 
the purposes set forth. 

32,991. JOHN K. FISHER, New York, 

N. Y. Steam Carriages for Common 

Roads. Patented Aug. 6, 1861. . 

The nature of my invention consists in a 
new combination of parts, (previously use^,) 
the effect of which is to enable a locomotive 
or self-propelling carriage to run steadily with 
springs sufficiently flexible for common roads, 
and to be steered securely. 

Tlie utility of these parts and arrangements 
consists in the following effects: 

First. The combination of the radius, and 
parallel rods with the intermediate shaft and 
driving-axle, with their cranks or equivalents, 
transmits the power to the driving-wheels 
witho.ut bending the springs and without 
straining the rods or crank-pins. 

Second. The luch-rod and lurch-spring al- 
low a limited end-play to the axle, yet prevent 
concussion and absorb the momentum of the 
suspended mass when it is moving laterally 
in consequence of inequalities in the road^ 
I admiithatrthelocomotivesof Crainptonand 
Sinclair, which have intermediate shafts, run 
\yithout suffering,any flexure of theirsprings 
by the oblique action of theirconneeting-rods; 
but as their axle-boxes are held in pedestal^ 
In ihe usual way they will not allow the end- 
pja,y and lurching incident to carriages wilh 
very flexible springs riiinning on uneven roads, 
unless their joints be too loose for durability, 
and the friction of axle-boxes in pedestals, 
when their vertical movement is great and 
the roads are dusty, w^ould be much more 
than the friction in the joints of the radius 
rods. 

Third. The connection of the front axle by 
projectingsprings allows the center of gravity 
to be low. (thjis contributing to steadiness,) 



481 

while the wheels are high, and it increases" 
the distance between, the axles, thus giving 
to the front wheels a leverage sufficient to 
slip the driverswhen turning. Former steam- 
carriages clutched their wheels to the axle 
and unclutched one wheel when turning, and 
slipped the front wheels laterally if they 
kept both drivers clutched; but I find by suf- 
ficient trial that with my arrangement I can 
turn securely with drivei^s fast upon the axle, 
and thus can avoid the expense and trouble 
of clutches. 

Fourth. The screw holds the steering-axle 
I|i position, whereas the rack and pinion.and 
dther devices were sometimes jerkedoat of 
the steersman's hands. 

1. I do not claim separately the radius rojl 
A, parallel rod 15, intermediate shaft C, and 
dtiving-axle D, with their 'cranks E E or 
crank-pins in the wheels; but I claim the 
combination of the intermediate shaft Cand 
driving-axle D, with their cranks E E and 
crank-pins in the wheels, and the radius-rod 
A and parallel rod B, for the purpose of con- 
necting the engines to the driving-wheels of 
a locomotive or steam-carriage. 

2. The combination of the projecting springs 
F aod vertical shaft G, and the universal 
joint H for the purpose of connecting the 
steering-axle to the body of a locomotive or 
steam -carriage. 

3. The combination of the screw I, nut-rod 
J, screw-rod IC, spring F, and crank or arm L, 
and the vertical shaft G, as desorlbed, for the ■ 
purpose of steering a locomotive or steam- 
car ri ago. 

4. The Uirch-rod Maud the lurch-spring N, 
operating as set forth, for the purpose of lim- 
iting and softening the lateral movements of 
the drivin£-axle. 

57,696. MATTHEW FLETCHER, Lou- 
isville, Ky. Steam Carriage. Patented 
Sept. 4, 1866. 

Thenaturcofmyinventiouconsistsin so form- 
ing a steam-carriage that the machinery has 
little strain on its stability, great attractive 
power to the road, capable of making any de-- 
sirable turn or. motion by the direct action of 
the steam, and so arranged that a desirable 
quantity of crtrs can bo attached to it without 
the use of rail or track. 

1. The application of a rotary steam engine 
to each propelliug-wheel for stability of car- 
riage, avoiding .dead-centers, and enabling 
the driver to have at his command with ease, 
and by the power of steam to back, tunij or 
advance. 

2. The arrangement of the engine, piston, 
and wheel, operating together, or independ- 
ently, with the piston and wheel on the oppo- 
site side of carriage, for the purpose set forth. 

3. Sl^spcnding the. whole weight of carriage 
and eqgijie to the axle. 

76,874. ZADOC P. DEDERICK and 
ISAAC GRASS, Newark, N. J. Steam 
Carriage. Patented Mar. 24, 1868. 
This invention consists in connecting a 
.steam-engine or other motor to a system of 
levers, which, in imitation of the action of 
the legs of a man, by the reciprocating mo- 
tion of the piston, are made to walk over 
the ground, and draw a vehicle attached 
thereto. 

1. The combination of the crank E. con- 
necting rods F, bell-crank levers G' G', and 
rods H H, the said parts being arranged to 
produce an alternately-stepping motion, sub- 
stantially as described. 

2. The combination of the rods G' G' and 
H H with the rods L L and M M, and foot- 
pieces I I, substantially as described. 

3. The combination of the rods K H and 
Q' Q', substantially as and for the purpose 
set forth. 

4. The foot-piece I, pivoted to the rods H 
centrally, and at the heel to the rod M, when 
said rods are so actuated as to cause an oscil- 
lating motion of the foot, substantially as 
and for the purpose set forth. 

5. The combination of the lever N, rods 
P and Q, with the rods G' and H, substan- 
tially as and for the purpose set forth. 

6. The arrangement of the circular support 
U to the machines, and the cords S and tiller 
T, substautiallv as set forth. 

104,888. IRA A. BABIN, Locust Lane, 
Pa. Steam Road Vehicle. Patented 
June 28, 1870. 

1. The arrangement, on the ■side of the 
l)ed L, of the cam-lever ^ and the rachet bar 
Z, substantially as and for the purposes herein 
.set forth. 

2. The arrangement of the cog-wheels B 
A' C, standards D', segmental racks. G N S 
T. shaft M, lever O, ratchet P. shaft U, le- 
vers V W, and ratchet-bar X. with their 
various parts, all constructed and operating 
substantially as set forth. 



482 

111,644. • CHARLES W. HERMANCE, 

Schuylersville, N. V. Steam Road- 
Wagon. Patented Feb. 7, 1871 . 
The nature and object of my invention 
consists in the construction and arrangement 
of the mechanism necessary for the uropell- 
ing ol vehicles on common roads by steam 
in such a manner as to best secure strength, 
speed, and power combined, as well as safety 
to the various working parts, as will be here- 
inaifter more fully shown and described. 

The result of my invention is, first, so con- 
strucjng and suspending, in connection with 
wagOns before mentioned, the boiler, engine, 
and machinery attached thereto, as will allow 
of all necessary vertical motion, thereby pre- 
venting injury to the same in consequence 
of the rough or uneven condition of the road, 
without interfering with the adjustment of 
those parts necessary for the ' most perfect 
and complete operation of engines used for 
such purposes. 

Second, the arrangement of a double train 
of gearing in combination with steam- 
wagons, which shall be positive in their ope- 
ration, occupying but little space, and sub- 
ject to such changes, with facility, as will 
instantly convert power into speed and speed 
into power, to meet the demands and condi- 
tions of the road, without altering the speed 
of the piston or the power of the engine. 

Third, the construction and arrangement 
of the mechanical devices, whereby direction 
is given to the moving vehicle, s^id device 
being positive in its operation and easily con- 
trolled by means of the lever attached 
thereto. 

1. The horizontal frame E, or its equiva- 
lent, attached at one end to the rear ajcle 
at one end, and resting uppn springs at the 
other, thereby suspending the boiler, engine, 
and machinery, and permitting of all neces- 
sary vertical motion of the same between 
the axle and parts which they support, sub- 
stantially as and for the purposes herein set 
forth. 

2. The springs a a, or their equivalents, 
attached to or supporting the rear of the 
horizontal frame which suspends the boiler 
and machinery, for the purposes set forth. 

3. As applied to wagons propelled by steam, 
the double train of gears, or their equiva- 
lents, in combination with the fly-wheel and 
piston, substantially as herein set forth. 

4. In combination with the doubly train of 
gears, the lever M, rod ra, and movable 
clutch k, attached to the axle for the pur- 
pose of changing the speed, the circles n, 
wheels N O, pinion p, and crank-shaft P, all 
substantially as and for the purposes stt 
forth. 

5. The horizontal frame E and springs a 
a, or any other device that shall operate as 
their equivalents, by suspending the boiler, 
engine, or machinery, and allow of vertical 
motion to the same, between the axle and 
parts which they support, without ungear- 
ing itself or changing the distance between 
the axle and cylinders, as herein set forth. 

4,311. CHARLES W. HERMANCE, 

Schuylersville, N. Y. Steam Road- 
Wagon. Original No. 1 1 1 .644, dated 
Feb. 7, 1871. Reissued Mar. 28' 1871. 
The construction and arrangement of a 
frame for the guiding-wheel, in such a man- 
ner that the journal-bearings of said wheel 
shall be back of the center of the perpendic- 
ular frame through which the wheel revolves, 
and which also holds it in upright position, 
thereby obviating all liability of the wheels 
suddenly turning sidewisc in consequence of 
obstruction on the road when running at 
high speed. 

1. The horizontal frame E, or its equiva- 
lent, attached at one end to the rear axle, and 
resting upon springs at the other, thereby 
suspending the boiler, engine and machinery, 
and permitting of all necessary vertical mo- 
tion of the same between the axle and parts 
which they support, substantially as and for 
the purposes herein set forth. 

2. The springs a a, or their equivalents, 
attached to or supporting the front of the 
horizontal frame E, which suspends the boiler 
and machinery, for the purposes set forth. 

3. In a steam-wagon, a double train of 
gears, or their equivalents, in combination 
with the boiler and engine, with single or 
double cylinders connecting with fly-wheel 
and crank-shaft, for the purposes herein set 
iorth 

4. In rombination with the double train of 
gears, a moveable clutch A', attached to the 

-ftxle, and urerated by a lever M. and rod m,- 



STEAM. 

for the purpose of changing the speed, as 
herein set forth. 

5. The horizontal frame E and springs a 
a, or any other device that shall operate as 
their equivalents, to suspend the boiler, en- 
gine or machinery, and allow of vertical mo- 
tion to the same between the axle and parts 
which they support, without ungearing itself 
or changing the distance between the axle 
and cylinders, as herein set forth. 

111,761. JEROME B. McKINLEY, Spen- 
cer County, Ky. Steam Land Carriage. 
Patented Feb. 14, 1871. 
The first part of my invention consists of 
a carriage mounted on three wheels, some- 
what similar to that of the common steam fire- 
engine, except that the body may be made 
in any suitable form, having long slot open- 
ings in each side, in order to receive the 
bearing-boxes of the hind ax!e, with gum 
springs over them ; their boxes are all neatly 
fitted in the lower end of these openings^ so 
as to .slide up and dov;n, as the spring yields, 
in passing over rough roads; the back end 
of this body is provided with a convenient 
seat for the operator, the lower part of which 
is made to answer as a water-tank, with the 
force-pump that supplies the boiler with 
water immediately under it. This pump is 
operated by an eccentric on the hub of the 
main wheel by means of a rock-shaft, and 
arms connecting with the pump. And im- 
mediately in front of the driver's seat within 
the carriage is the arrangement for steering 
the machine, consisting of a small shaft 
working down through a pipe-shaped stand 
secured to the floor of the car, the upper end 
of this shaft being provided with a lever, in 
order to operate it, while the lever end has a 
double crank connected with the revolving 
platform of the front wheel, by means of 
iron rodsj by which the machine is guided; 
but in order to regulate the speed of the ma- 
chine it is provided with brakes similar to 
those now in use, with a lever extending up 
through the bottom of the car so as to be 
operated by the foot of the driver. 

The second part of my invention consists 
in the general arrangement of the front 
wheel. This front wheel is made somewhat 
similar to that of a common wheelbarrow, 
except that the shaft projects beyqnd the 
bearings, and is provided with cranks on each 
end set at right angles, the bearing boxes of 
this shaft being neatly fitted into slot open- 
ings in the lower end of long horns secured 
to the under sid3 of the revolvin:^ platform, 
so as to slide up and down in the openrags 
as the gum spring over them yields to the 
shock in passing over rough roads, there be- 
ing openings in the above platform for the 
connecting rods of the engijies to pass 
through. 

The third part of my invention relates more 
especially to the peculiar arrangement of the 
tngines on the revolving platform of the front 
wheel, they being what is commonly called 
double engines, constructed and arranged 
much similar to those now in common use, 
except that they are inverted so that the pis- 
ton rod works put below, the pitmen of 
which connect with the cranks of the wheel- 
shaft below, the bearing-boxes of the shaft 
and cylinders being permanently connected 
by means of an iron bar passing up through 
tiie spring connecting with the head of the 
cylinders, which cylinders are made to slide 
in fixed stands on top of the platform by 
means of grooves cut in the head-flanges, so 
its to enable them to yield to the working of 
tlic springs below; and as these springs do 
not always work together, consequently the 
stL-am-pipe connection between them must be 
iiinde of gum. so as to accommodate itself to 
the irregularity. The steam-pipe connecting 
the engine with the boiler can be made of 
any suitable material, but with a packing- 
bo>: at each end, the end over the cylinder 
forming a swivel-joint in order to permit the 
wheel to turn entirely round so as to back the 
machine, when desirable to so arrange it for 
that purpose. 

J. The sliding steam-cylinders A A, and 
stands B B in which they work; also the 
connections C C between the lower end of - 
the cylinders and journal boxes, in combina- 
tions with the cross-heads D D, the eccen- 
trics K, cranks E, gum springs F. wheel G, 
and platform L; hIso the pipes H, I, and M, 
the boiler N, and chimney O; also the force- 
pump y with its pipe Z Z, the shaft U. and 
eccentrics T, by which the pump is operated, 
when arranged, constructed, and operated, 
substantially as and for the purpose herein- 
'lefore set forth. 



2. The combination of the steering-post 
P with its cranks B'. and links A' A' whichi. 
connect it with theplatiorm L, when arranged, 
constructed and operated, substantially as 
and for the purpose hereinbefore set forth. 

3. The combination of the wheels 5, the 
gum spring X, the brakes R, with tht-ir foot 
lever Q, and body V, with its .seat at»d water- 
box \V, when arranged, constructed, and 
operated, substantially as and for the pur- 
pose hereinbefore set forth. 

115,802. ' FRANCIS ALGER, Boston, 
Mass. Steam Carriage for Common 
Roads. Patented June 13. 1871. 
Tne nature of my invention consists in com- 
bining certain improved dfivices to a steam- 
carriage to facilitate the management and run- 
ning of the same. The peculiar character of 
these devices can only be understood by ref 
ereuce to the drawing and specification. 

1. T(k! stet'ring-handle.K^j when provided 
with ii toggle-joint, K^, in cinnbination with 
endless Hciew K', gear K, wheel H', and steer- 
ing-ropes h h, substantially rh described, .ind 
for the purpose set forth. 

2. The combination of the double pawl L^, 
the disk L',aud axle Ij. operating substiintially 
as dp.scrjbed, ttnd for the i>urpose set forth, 

I24,62L LOUIS G. PERREAUX, Paris. 
France. Improvement in Velcicipedes. 
Patented Mar. 12, 1872. 
One of the principal features of my inven- 
tion consists in the employment ou velocipedes 
of fly-wheels for the purpose of having a re- 
serve of power in ascending grades, and &£ 
rendering the movements of the apparattis 
more nnuorm and regular. 

1. The combination, with the main wheels 
of the velocipede, of fly-wheels, communicat- 
ing and movijig with the same, snbstantially 
as herein shown and described. 

2. The combinatioti, with the velocipede, of 
the driving mechanism, actuated by steiim and 
operating substantially as hereui shown and 
described. 

3. The special construction acnd arrange- 
ment, herein described, of the steam - power 
mechanism in connection witli the hollow col- 
umn E of the velocipede and fly-wheels A A', 
siibstantially a« shown and set forth. 

4. The devices herein show;i and described 
for actnating or putting in motion the veloci- 
pede in lieu of ttie foot-cranks usually era- 
ployed. N 

139,997. DAVID H. BALL, Sinnama- 
honing, Pa. Traction - Engine. Filed 
Mar. 31. 1873. Patented June 17, 1873. 
This invention rdatra to an improyemeot in 
steam vehicles or traction-eDgioee nsed on 
com moo roads for drawing loads, and generally 
for other purposes reqniring portable engines; 
abd it has for its object to so constract ana 
arrange the oompoDent parts as to best secare 
streu^b, speed, and power coinbioed with 
safety of the varioas operative parts and to 
this end the invention relates, first, to an im- 
proved arraDgeineht of engines and trausmit- 
ting'gearing for operating both the iront and 
rear axles of the vehicle apon which tUetrao- 
tifm-'wheels are moanted; and it consists in the 
relative arrangementoftwo oscillating engines 
with intermediate shafting and gearing for 
transmitting a rotary iqovement to the axles 
and wheels of the engine, as will be hereinafter 
more fully described, Tbesecond feature of the 
invention consists in applying the traction- 
wheels loosely to their axles, so that when the 
w^agon is turned they will make nearly a rev- 
elation independent of the axles in order to 
prevent slipping ; a projection on the axle, and 
a key on the wheel, luniting or arresting the 
independent movement of the wheels when 
the carriE^e is moving forward in a strai^t 
line. 

1. In a steam road wagon or traction-engine, 
the combination of one or more oscillating en- 

flne^ with the connecting- rods U U, and shaft 
\ for operating both the front and rear liides 
of the traction -wheels, snbstantially as set 
forth. 

2. The wheels of a steam road- wagou loosely 
mounted upon the axles, and adapted to have 
a movement independent of one. anotlier by 
means of the key O, the reduced portion 0% 
and projection O", snbstantially as set forth. 

178,809. ALPHEUS B. STICKNEY, 

St. Paul, Minn. Road-Wagon. Field 
Jan. 8, 1876. Patented June 13. 1876. 

M} invention relates to traction-engines or 
road-\vagons, propelled by steam or other mo- 
tive power, transported on or with the ma- 
chine; and it consists in a novel method and 
means for propelling, reversing, and steering 
such wagons, as will be hereinafter more fully 
set forth. 



1. In a tiaction-engmo or roaii-wagon, two 
trucks sttpporting the wagou bed or fr.iiue, 
and connected by pitmen with a rocl;iiig sliaft 
between thom, in combination witb snitablo 
olutcb devices attached to the main wheels, 
whereby the trncks are alternately moved, and 
the wagon bed or frame receives a continuons 
motion in one direction, substantially as set 
forth. 

2. In a traction-engine or road-wagon, tho 
wagon bed or frame sliding npon two sepa- 
rate and independent trucks, supported upon 
the axles of the main wheels, in combination 
with two pitmen of an ordinary engine ap- 
plied So the asles or centers of the wheels, for 
the purposes herein set forth. 

3. The combination of the main fr.ame D. 
earriages G, with friction-wheels a, axles C, 
main wheels A, with dogs B, pitmen H, and 
rocking shaft B, with arms rf.iill substantially 
as and for the purposes herein sot forth. 

4. The combination, with the wheels A, of 
the dogs or clutches B, connecting-rods n »', 
rocking shaft K, with arms m, rods s, lever L, 
and uotche<l segment M, all substantially as 
and. for the uurposes herein set forth. 

183,177. JACOB M. LAUCK, West 
Milford, W. Va. Steam-Carriage. Filed 
May 10, 1S76. Patented Oct. JO, 1876. 
My invention relates to an improved steam- 
carriage that is readily steered and conduct 
ed around curves; and the invention consists 
of a carriage driven by a steam or other mo- 
tor, and provided with hind wheels that may, 
by means of a Clutch mechanism, be made to 
revolve independently of the driving -sliaft. 
The carriage is steered by a front guide-wheel, 
■whose axle is secured, by a horizontal turn-ta- 
ble or disk operated by pulley-and-belt con- 
neetiou and a steering-wheel. 

1. A vehicle having aseat near the mkldle, 
with a hand-lever in front thereof, by which 
one or both wheels may be thrown out of gear 
with axle, and a hand-wheel, G, for operating 
the guide-wheel, as set forth. 

2. The combination, in vehicle A B C, of the 
spriug-clntches C and hand mechanism C^, ar- 
ranged as and for the purpose described. 

3. The combination, with vehicle A B G, of 
the steering device G, pulley d\ belt d, rotary 
disk F, springs W, axle E', and gnide-wlieel 
E, arranged as and for the purpose snecified. 

189,977. GEORGE W. WADE, Clam 
Lake, Mich. Steam Road-Wagon. Filed' 
Mar. 5. 1877- Patented Apr. 24, 1877. 

The object of this invention is to furnish an 
improved steam-wagon which shall be so con- 
strncted that it may be used upon ordinary 
roads, and which will easily pass over ob- 
structions. 

Tue combination of. Hanged track* wheels 
A, shaft G, having wheels B, the axle E, hav- 
ing rod F, the platform having slotted stand- 
ards G, frames H I, having wheel J, and the 
track-wheel K, all constructed and arranged 
as shown and described, to form a steam road- 
wagon. 

281,091. GEORGE S. LONG, North- 
field, Mi\- ,. Steam Road Vehicle. Filed 
Ang. iy, 18S2. Patented Tuly 10, i883. 

1. The combination, witli the driving-wheei' 
of a tricycle or other vehicle, of differetrtial 
ft-iction- wheels adapted to work interchange- 
ably on the periphery of the said diiving- 
"wheel, substantially as shown and described, 

2. A differential driving-gear for road-vehi 
qles, consisting of the wheels c and (Z, and driv- 
ing-shaft e, the wheel d being laterally adjust 
able -with respect to wheel c, and the driving 
shaft being adjustable "with respect to the 
wheel a to be driven, substantially as described. 

3. The wheel d, having caritj' i in the side, 
in combination with wheel c and shaft, c, and 
being a(^jnstable along said shaft, substan- 
tially as descnbed. 

4. Tlie combination, with the driving-wheel 
a, of driving-engines k fc, crank-shaft e, differ- 
ential wheels c d, and a boiler, j, located on a 
base-plate, I, acyustable toward and from said 
wheel «, and wheel d being adjust.-ible along 
Shalt c, substantially as described. 

5. The improved steering -head for road-ve- 
hicles, consisting of shoulder (f, cap i', check- 
nut/", sleeve Jc', and balls?;-, in combination 
■with the stem of the crotch li', substantially as 
described. 

6. The combination, with the frame and 
driving-wheel of a tricycle or other vehicle, of 
a sliding plate, differential friction - wheels 
mounted thereon, and means for sliding said 
plate, substa.ntially as herein shown and de- 
scribed, whereby provision is made for oper- 
ating the drive-wheel from either of the fric- 
tion-wheels, as set foith. 

7. The combination, with the steering- 
wheels and Bieir posts, of arms p', connecting- 
rod q', operating-levers o', and brake-leveiB P, 
pivoted to said operating-levers, and prodded 
with the brakes to", substantially as and for 



STEAM 



clie Durpose set forth. 

Tiiisinventioa relates totraction-ehgme car- 
riages ciesigued to be pvopeJled by strain, in 
wkicli a car carrying tlie propelliug laacliinerj' 
and fuel is supported on aud within :i traction 
wheel or wheels by means of pinions or frie- 
tion-wheels, and slieaves or giaide-wlieelH ar- 
ranged to bear against or engage with the in- 
ner peripheral poitiou of tlie traction wheel 
or wheels, that thus are made to rotjvto and 
travel over the ground by the pinions or fric- 
tion-wheels of the car in their effort, as they 
are driven, to mount, with the car and its 
whole load, up the traction-wheels on cither 
side of a i-ertical line passing through the 
axial line of the traction-wheels. 

The invention consists in certain novel and ad- 
vantageous arrangements of the several parts, 
in connection with the machinery or driving 
mechanism, whereby the entire load is carried 
on the inside of two large traction-wheels and 
confined by sheaves, guide wheels or rollers, 
so that the weight is placed at tho greatest 
possible distance from the center of the trac- 
tion-wheels, and in a frame of limited dimen- 
sions, so as to offer no obstruction in traveling 
ovpr uneven roads, and allowing of the entire 
weight of the car, iiropolling machinery, fuel, 
and water to assist in a concentrated manner 
in holding the car low down, or at the bottom 
of the .feraction -wheels, and whereby a better 
propelling eflect is obtained, motion more 
quickly communicated to the traction-wheels, 
and the adjustability of the load is made to 
apply the power with increased advantage in 
traveling over rough roads; the invention also 
including means for driving either one of thi_- 
traction- wheels independently of tho other, 
and dispensing with the usual forward guide- 
wheels of ordinary traction -wagons. 

1. In a st^am or power traction -carriage, 
the combination, with the traction-wheels oi 
rings, of the car -body, having the flanged 
ivheeis, adapted to engage with the rings, and 
the upper sets of wheels, also cc^able of en- 
gagement with the rings, and arranged above 
the center of the rings, said upper sets of 
wheels being connected to the coniers or sides 
of the car-body by inclined connections, and 
together by horizontal connections, substan- 
tially as and for the purpose set forth. 

'2. Thecom.'ination,with thctniction-wheels 
BB and car or car-body A, arrangedforoj)era- 
tion in relation with said wheels, as described, 
of the driving - shaft /.-, independent loose 
driving-wheels D D on said shaft,.and inde- 
pendent clutches G G, for throwing said wheels 
in or out of gear with said shaft, essentially 
as described. 

3. The combination, with the traction-wheels 
B B and car or car-body A, having driving- 
wheels D D, of loose lower guide-wheels, rC, 
and brakes »(, ai>])lied thereto essentially as 
herein set forth. 

i: The combination,with the traction-wheels 
or rings B B and car-body A,- with its lower 
guide and driving wheels, C I), of the upper 
guide wheels orrollers, r/f/, and the sectionally- 
constructed upper j-ails, (J d, of the car -frame, 
and the connecting screw turn-buckles e, the 
whole being arranged for operation essentially 
as specified. 

285,942. JOHN S. WOOLSEY, Gilroy. 

Cal. Road-Engine. Filed July 10. 1883. 

Patented Oct. 2, 1883. (No model.) 

My invention relates to a novel st^am or 

power road-wagon; and it consists of a pair of 

frictioji-whedb mounted upon a shaft above 

the bearing-wheels of the wagon, driven by the 

engine, and in a means for throwing them into 

and out of contact with the beariug-whoels, so 

as to drive or stop the wagon. 

1. In a wagon or vehicle upon which an en- 
gine or motor is carried, a supplemental shaft 
extendingacross above the beari ug-wheels, and 
having wheels tixedto it which rest upon and 
drive the bearing -wheels, tlie boxes of said 
shaft, being connected with the vehicle-body by 
rods passing through them, and having springs 
Q andadjuBting-nutsR, substantially as herein 
described. 

2. In a wagon or vehicle upon wliich anen- 
- gine or motor is carried, a slmft, P, turning in 

boxes, and having wheels S ^o rest itpon the 
tops of the bearing-wheels, and rods L, pass- 
ing through said boxes and upon each side of 
theaxleto the body, where they arc secured, in 
combination with a shaft (fxtemliuy- through 
boxes above the axle and rigidly fixed to the 
rods L, and eccentrics or cams fixed to said 
shaft and bearing npon the axle, so as to raise 
or lowertheshaftP wlicn6nrned, substantially 
as herein described. 

3. In a wagon or vehicle upon which an en- 
gine is carried, the shaft I*, with its wheels S, 
vertically above the hearing-wheels B, rods 
connecting the boxes of saidshaftwith the ve- 
hicle-body, andthcsupplemeutalshaft^N, turn- 
ing in boxes fixed to the rods, and having ec 

•centrics or cams which rest upon the a.xle oi 



483 

t'ne Deanng-wheeis, m coml)inanon with n le- 
ver or means for turning the slnift N and ec- 
centrics, so as to throw the wheels S out of or 
into contact with the bearing-wheels, substan- 
tiallv as herein doseribed. 

345,327, WILLIAM R. SELF, Newton, 

N. C. Steam-Vehicle. Filed Sept. 21, 
1S85. Patented July 13. 1886. Serial 
No. 177,659. (No model.) 

It will be seen that the platform carrying 
the engines is rigidly attached to the axle, and 
turns with it to retain the drive-wheel always 
in the central line of draft, and the weight 
gives it proper traction, while tlie interior of 
the body is not obstructed with the machinery 

The combination, with the bed a, wheels a', 
and steering chain and lever//', of the plat- 
form 6, its drive-wheel &', and engine c, con- 
nected thereto, substantially as and for the 
purpose set forth. 

360,760. LUCIUS D. COPELAND, 

Camden, N. J. Steam-Tricycle. Filed 

Oct. U. 1886. Patented Apr. 5, 1887. 

vSerial No. 215,882. .'No model. ^ 
My invention has for its object to provide an 
improved construction whereby a tricycle oc 
similar riding- vehicle is adapted to be run by 
a steam engine as a motor, the engine and its 
boiler and water and fuel supply appliances 
being mounted on and carried with the ma- 
chine. 

1. Inasteam-tricycle, thecombination.with 
the backbone or t^obular frame-piece A, boiler 
F, and engine G, of pipes passing through said 
backbone or tubular frame-piece and exhaust 
discharging into the latter, whereby said back- 
bone or frame-piece forms a heater for the wa- 
ter and oil, substantially as shown and de- 
scribed. 

■2. In a steam tricycle or riding-vehicle, the. 
combination, with its engine and feed-water 
tank, of a pipe, w', which conveys the engine- 
exhaust to such tank, said i>ipe entering at ov, 
near the top of said tank, passing around by: 
the side of the latter, and discharging near the 
top or abovethesuriaceof the feed-water, sub- 
stantially as shown and described. 

3, In a steam-tricycle or riding-vehicle, the 
combination, with tbe engine, valve-eccentric, 
and brake thereof, of intermediate connections 
between said eccentric and the brake- lever, 
whereby, wheu the brake is put on and thrown 
ofl', the eccentric will be moved to vary the cut- 
off, substantially as shown and described. 

4. In a ste^m-tricyele or riding-vehicle, a 
tubular frame forraioga receptacle for oil or 
liquid fuel for a burner for a steam-boiler on 
said vehicle, substantially as shown and de- 
scribed. 

365,788. JAMES H.BULLARD, Spring- 
field, Mass. Steam Road - Vehicle. 
Filed Sept, 20. 1886. Patented July 5 
1887. Serial No. 213,97]. (No model.) 
This invention relates to improvements in 
steam propelled road-vehicles of the tricycle 
class, the object being to provide improved 
motor and steam-generating mechanism antT 
steering devices for such vehicles; and the in- 
vention consists in the peculiar construction 
and arrangement of the parts of the vehicle 
and its power-generating and propelling de- 
vices, all as hereinafter fully described, and . 
set forth in the claims. 

Other peculiar features of the construclibn 
herein shown and described, whereby the or- 
dinary objections to tbe use of a steam-pro- 
pelled vehicle on common ro'ads are obviated, 
consistiu those below setforth. First, the liq- 
uid-fuel tank and the devices connected there- 
with forforciug,byair-pressure,said fuel there- 
from and atomizing it in thefurnaceare adapt- 
ed to the empfoyment of refined petroleum, 
(the latter being preferable,) naphtba, or alco- 
hol, and the described construction and ar- 
rangement of the said air forcing devices, the 
atomizers having means for regulating the ad- 
mission of atniospheiicair with the jet of fnel, 
and tbe described arrangement for the intro- 
duction of air to tho furnace through openings 
surrounding the atomi/.er-pijpes all contribute 
to such a peifcct combustion of either of said 
hydrocarbons that no smoke whatever results 
therefrom, aud no pipe is required for tbe fur- 
hace, either to carry off smoke or to aid combos- 
tion; secondly, by means of the water tank or 
tanks having tlereinaconde-iscr to receive the 
exhaust steam from the motor mechanism, as 
described, all noise from such exhaust and ap- 
pearance of steam when the \ehicle is running 
are entirely obviated. Said features of con- 
. atrnction relating to means for obtaining a per- 
fect combustion of fuel without smoke, and for 
preventing any issue of steam from the vehicle, 
obviate the objections heretofore made against 
steam -propelled vehicles for common roade 
constructed to emit their smoke and exhaust- 
steam in the usual manner,whereby hoi-sea are 
ffighteued. 



484 



STEAM. 



Anotlier inoproved leatore of the herein de- 
scribed coDstnictioD consists in providing a 
liqaid-fnel boiler and faruace for steant road- 
vehicles witb injector and atomizing; devices 
tbrongb which the liquid fuel is forced by a 
regnlnted low air pressure, instead of by Bteara- 
injecLion, thereby preventing the noise caused 
by the latter and obtaining a more regular and 
ecoQOuiical supply of fuel to the furnace, for 
in practice the said air-pressure required for 
properly conveying the fuel into tlie furnace 
and atomizing it isonlyabout oneaodone half 
pound to the square inch, said pressure being 
so regulated in order that no more fuel be in- 
jected into the furnace thau can be advanla- 
geonsly consumed. 

A further novel feature which is embodied 
in the construction and operation of the afore- 
said steam-generating devices, and one which 
is nearly if notquite indispensable in a vehicle 
of the class herein described, consists in the 
means by which agiven degrecof steam press- 
ure up to any desired working-point is main-- 
tained automatically in the boiler for sevexal 
hoars while the engine is not running, as here 
inafter described. 

1." A steam-propelled road- vehicle consist- 
ing of a frame, substantially as described, an 
axle having suitable bearings in said fraot'^ 
and having thereon the main supporting and 
driving wlieels, one or more steering and sup- 
porting wheels, substantially as described, at- 
tached to one end of said frame, a boiler-fur- 
nace and a boiler, substantially as described, 
attached to the latter, a steam-engine con- 
nected with said boiler and with said axle, a 
steam actuated air-pump, also connected with 
said boiler, one or more water tanks, a suita- 
ble feed pump, substantially as described, con- 
nected with said tanks and with said boiler, 
a condenser, substantially as described, lo- 
cated in one or both of said tanks, connected 
with and receiviugthe exhaust-steam from the 
engine and from said air-pump, a liquid-fuel 
tank supported near said furnace and con- 
nected with said air- pump by a suitable pipe, 
and a series of fuel injectors and atontizers, 
substantially as described, attached to said 
fuel tank and injecting liquid fuel through the 
walls of said furnace. 

2. A steam-propelled road-vehicle consist- 
ing of a frame, substantially '.is described, an 
axle having suitable bearings in said frame 
and having thereon the main supporting and 
driving wheels, one or more steering and sup- 
porting wheels, substantially as described, at- 
tached to one end of said frame, a boiler-fur- 
nace and a boiler, substantially as described, 
attached to the latter, a steam -engine con- 
nected with said boiler aud with said axle, a 
steam-actuated air pump, also connected with 
said boiler, one or more watertauks, a suita- 
ble feed-pnnip, substantially as described, con- 
nected with said tanks and with said boiler, a 
liquid-fuel tank supported near said furnace 
and connected with said air-pump by a suit- 
able pipe, and a series of fuel injectors and 
atomizers, substantially as described, attached 
to said fuel - tank and injecting liquid fuel 
through the walls of said furnace. 

3. Inasteam-propelledroad-vchicle,aboiler 
and a fui nace, substantially as described, a 
steam engine connected with said boiler and 
with the axle of the vehicle, a steam- actuated 
air pump connected by a suitable steam-pipe 
with said boiler, a valve, 73, connected in said 
air-pump steam-pipe to automatically close the 
steam-passage in the latter, one or more water- 
tanks, a suitable feed-pump, substantially as 
described, connected with one or both of said 
tanks aud with said boiler, a condenser, sub- 
stantially as described, located in one or both 
of said tanks connected with and receiving the 
exhaust steam from the engine and from said 
air-pump, a liquid-fuel tank supported near 
said furnace and connected with said air-pump 
by a suitable pipe, whereby air is forced into 
said fuel-tank, and a series of fuel injectors 
and atomizers, substantially as described, at- 
tached to said fuel-tank and injecting liquid 
feel through the walls of said furnace. 

4. In a steam road-vehicle, a boiler and a 
furnace, substantially as described, a steam- 
engine connected with said boiler and with tho 
axle of the vehicle, an air-pump capable of 
being actnated by hand or by steam from said 
boiler, one or more water-tanks having therein 
one or more perforated diaphragms, 18, asuit 
ablefeed-pump,snbstantiar.yasdescribed,con 
nected with one or both of said tanks and with 
said boiler, a liquid I'uel tauk supported near 
said furnace, having therein one or more per- 
forated diaphragms, 42, and connected with 
said air pump by a suitablcpipe, whereby air 
is forced into said fuel-tank, and a series of 
fuel injectors and atomizers, substantially as 
described, attached to said fuel-tank and in- 
jecting liquid fuel through tho walls of said 
furnace. 

5. Tu 'a steam road-vehicle, a boiler and a 
- furnace, substantially as described, a steam- 



i&ngine connected with aaidboiler'aadwiCh the 
axle of the vehicle, an air-pump connected by 
a suitable steatn-pipe with said boiler, a valve, 
73, connecte<l in said air-pump steam-pipe to 
automatically close and open tbesteam-passage 
in the latter, a liquid-fuel tanksupporlied near 
said furnace and connected with said air-pump 
by a suitable pipe, whereby air is forced into 
9aid fuel lank, a valve, substantially as de- 
scribed, connected in the pipe between tlie 
air pump and fuel tank and actuated by the 
air-pressuro in said tank, having its end enter- 
ing transverse.y the passage in thesteampipe 
of the air-pump to restrict said passage, and 
a series of fuel injectors and atomizers, sub- 
stantially as described, attached to said fuel- 
tank and injecting liquid fuel intosaid furnace. 

6. A steam-propelled road vehicle consist- 
ing of a frante, substantially as described, an 
axle having suitable bearings in said frame 
and having thereon the main supporting ^nd 
driving wheels, one or more steering and sup- 
porting wheels, substantially as described, at- 
tached to one end of said frame, a boiler- 
furnaceandaboiler.substantially as described, 
attached to the latter, a steam-engine con- 
nected witb said boiler aud with said axle, a 
steam-actuated air-pump, also connected with 
said boiler, one or more water-tanks, asnitable 
feed-pump, substantially as described, con- 
nected with said tanks and with said boiler, 
a liquid-fuel tank supported near said furnace 
andconnectedwith said air-pump by asnitable 
pipe, a fuel-lighting lamp, substantially as de- 
scribed, supplying a flame within said furnace, 
and a series of fuel injectors and atomizers, 
substantially as described, attached to said 
fuel-tank and injecting liquid fuel through the 
walls of said furnace. 

7. In combination, a furnace, substantially 
as described, the boiler 26, consisting of the 
hollow head 27 and a series of tubes connected 
by one end to said bead, the furnace 11, in 
closing said boiler, the liquid-fuel tank 13, 
located under the latter, having a series of in- 
jector and atomizing tubes connected there- 
with to inject the liquid fuel intosaid furnace, 
the bed 30, interposed between the boiler and 
the fuel-tank, a road-vehicle, substantially as 
described, a steam-engine attached to said 
boiler and connected with the axle of said ve- 
hicle, an air-pump to force air into said fuel- 
tank, suitable water-tanks, and a feed-pump 
to force water from the latter int/O said boiler. 

398,548. HEZEKIAH B.SMITH, Smith 
vilie, N. J. Steam-Tricycle. Filed 
May 16. 1887. Patented Feb. 26, 1889. 
Serial No. 238,340. (No model.) 
The aim of my invention is to provide a 
light, simple, and easily -managed vehicle, 
which may be safely placed under the con- 
trol of unskilled persons, and which shall be 
adapted to travel at high speeds over ordi- 
nary roads, carrying a supply of fuel and wa- 
ter sufficient for journei'S of considerable 
length. 

1. In a power-driven tricycle, the axle and 
its two ground-wheels, the reach extending 
forward rigidly from the axle, the arm F-, piv- 
oted to and extending laterally from the for- 
\ ard end of the reach, the connections ex- 
tending rearward from said arm to control the 
position of the wheel, an engine or motor 
mounted on and sustained wholly by thereach, 
and intermediate gearing connecting^ s-iid 
motor with one of the rear wheels. 

2. In a two-track tricycle provided with a 
st«am-motor, the rear axle and i ts two gi'onnd- 
wheels, one of which is a driver, the reach ex- 
tending forward rigidly from said axle at a 
l)oint near the driving-wheel, the steering- 
wheel piyotally connected witli,tiie forward 
end of said reach in line with the rear driv- 
ing-wheel, the engine and boiler located out^ 
side of the outer side of the reach between 
the drivingand steering wheels and connected 
to and sustained wholly by said reach, and 
the gearing connecting said engine with the 
driving-wheol. 

3. In a stoam-actualod vehichstho axle, its 
two wheels, and a fonyardly-extendiUgre^ch, 
in. combination with the boiler, engine, and 
driving-gear located on the outer side of the 
reach, aud a driver's seat located inside of 
the reach, substantially as described. 

4. In a steam-actuated riding-vehicle hav- 
ing the rear axle, its two wheels, the reach 
near one end of the axle and the frontsteer- 
ing-v;neel in line or substantially in line with 
the rear driving-wheel, the boiler and engine 
both carrieil by th^ reach, and infcermed.iate 
gearconnectingtheengine with the rearwheel, 
as shown, whereby tho liiotion is communi- 
cated directly to the driving-wheel and the 
weightof theboilerandengineapplied mainly 
to the driving and steering wheels. 

f). In a sieam-lricycle, a frame pi-ovided 
with two independent rear wheels, one of 
which is the driver, and a front fetsering- 
whcel tracking with said driver, in eombina- 
imtion with an engine or motor mounted on 



the roach and gcnrcl directly to tho driving- 
wheel. 

0. In cfunbinatiim with tho non-mtating 
axle o, the driving-wheel revolving loosely 
thereon, a driving-gear also mounted directly 
on said axie and revoluble independently 
thereon, an elastic or yielding connection, 
substantially as described, between the gear 
and the c^^l ving wheel, and an ergine or motor 
connected with and driving said gear on the 
axle, as destyibed, whereby the wheel and its 
immediate driving-gear ar^ indepe'ndeiiilj' 
suiJporied and allowed to independently turn 
upon the axle. 

7. The axle, its two ground -wheels, tho 
l-Cflch extending rigidly forward from the 
axl^, the front steering-wheel located at one 
sido of the reach and connected to the lattei* 
by the pivoted arm or axle/, in r^jnbination 
with tholover ?», pivot eil tothe wach.Tinkii, 
rod o.and therack-and-pinlon mechanism for 
controlling s.ud rod. 

8. In combination with tho tubular reser- 
voir-frame, the boiler, its bnrncr, the pipe 
connecting tho frame and biinter, and the 
filjer, applied as described. 

0. In combination with the driving-wheel 
B, the two gears o' and p'j of ditTerent dinme- 
tei-s, coupl*^d thereto, the gears Ic' and 1% tho 
shaft ?', and its clutch ?«', und the engine 
geared to slmft.i', substantially as shown. 

10. In a steam - tricycle or road-wagon, a 
tubular main frame, a boiler sustained there- 
from, an oil-burner for the boiler, an oil- 
conductor communicating with the interior 
of the frame and with the buraer, arid a steam- 
conductor leading from the boiler. to tho 
burner, said elements combined for joint*op- 
pi-ation, as -described. 

438,168. ANDERSON C. MARSHALL. 

Corunna, Mich. Steam Road-Vehicle, 
Filed Dec. 26, 1889. Patented Oct. 14, 
1890, Serial No. 335.078. (No mndplj 

'I'his invention relates to new and useful 
improvements in steam-carriages or steam 
road-wagons; and the invention cousists, first, 
in tho peculiarandnovel arrangement of the 
driving-gear, which is provided with devices 
for controlling, independent of the engine or 
motor, tho speed, stopping, advancing, aud 
reversing; second, in the peculiar arrange- 
ment and construction of the engine and 
boiler; third, the peculiar arrangement and 
construction of the brake mechauism; fourth, 
in the construction, arrangement, and combi- 
nation of the various parts,. ftll as more fully 
hereinafter described, and shoWn in the dra\v^. 
ings 

The points of my invention to which I wish 
to call particular attention are — 

First, no control of the engine is required, 
and therefore I am enabled to fully protect 
and conceal it, so that it will not inconven- 
ience the passengers. At the same time per- 
fect control of the driving mechanism is ob- 
tained through the various levers which gov- 
ern, first, the gear In such a manner as to stop, 
start, and rever.se the wheels; second, the 
speed-regulating mechanism, which allows an 
increase in power in mountings hills or an in- 
crease in speed on the level road; third, the 
brake mechanism, which is made sufBciently 
powerful to bold the device even against the 
power of the engine. 

Second, the usual inconvenience arising 
from the use of coal or wood is entirely done 
away with by using liquid fuel, the safety of 
which is guaranteed by the distance main- 
t'Ained between the suppiy-tank on the front 
end of the wagon and the generator placed at 
the rearmost end thereof and by tho regulat- 
ing-valve in the supply-pipe. 

I further intend to enable the driver to in- 
form himself as to the condition of the flames 
and generator without descending from his 
seat by providing reflectors or mirrors within 
the vision of the driver, and suitable indicat- 
ore and steam-gages observable by him Vfith- 
out changing his position. 

As in vehicles of this kind success depends 
entirely upon their safety and convenience 
and upon the appearance, which, if in any 
way unusual, detracts from the merit for ob- 
vious reasons, it will be seen that I have With- 
out question succeeded in hiding and protect- 
ing the wholedriviug mechanism, with its mo- 
tor and paraphernalia, to such an extent that 
no unusual appearance is given to frighten 
horses or deter timid people from making use 
of the contrivance. Smoke and noise are 
done away with and the work of attendance 
is reduced to a minimum. 

1. In a vehicle of the kind described, the 
combination, with the platform, of a liquid- 
fuel reservoirconcealed within thedash-board, 
an engine and water-tank conuected below a 
seat on the front end of the platform, the gen- 
erator supported below a seat on the rear end • 
of the platform, and the driving mechanism 
concealed within the hollow floor of the plat- 
form, substantially as described. 

2. In a vehicle of the kind described, the 



'combination of Ihe following elements: .the 
hind wheels secured to independent stuTi- 
axles, ihe driving mechanism applied thereto, 
the roveraible friction-clutches nnd their con- 
troll in g-lover, the speed-regnlating mechan- 
ism and its controlling-lever, and Jfhe brake 
mechanism and its coutrolling-lever, all said 
levers arranged in proximity to the driver, 
substantially as described. 

3. In a vehicle of the kind, described, the 
combination of the following elements; the 
body of the vehicle carrying front and rear 
seats and the hollow platform, the 'engine 
and water-tank concealed under the front 
seats, the generator supported under the rear 
seat, and the intermediate driving-gear con- 
cealed within the hollow platform, substan- 
tially as described. 

4. In a vehicle of the kind described, the 
combination, with the body, the rear support- 
ing-wheels secured upon independent stub- 
axles, the drive-wheels M, secured thereto, and 
the cdnnecttng-yoke in which the axles are 
journaled and on which the body is supported, 
substantially as described.' 

5. In a vehicle of the kind described, a 
speed-regulating mechanisrnconsistingof the 
vibi-ating arm Q, the connecting-rods S, ad- 
justably secured thereto, and the adjusting- 
lever with its connection for adjusting them 
from or toward the pivot, substantially as de- 
scribed. 

6i 7u ,1 vohiele of the kind described, a re- 
versing mechanism comprising the lever XT', 
with its intermediate connections, and the 
drive-wheels M,provided with vibrating levers 
T and the reversible friction -blocks U, sub- 
stantially as described. 

7. Inasteam-vehicle,thecombination, with 
the hind wheels secured upon the independ 
ent stub-axles, of a friction drive -gear con- 
sisting of the drive-wheels M, secured to said 
axle.s, respectively, vibrating levers T, sleeved 
upon said axles — one for each drive-wheel — 
reversible friction - blocks Unsecured to the 
ends of said levers and adapted to make iric- 
tional contact with the inner face of the rim 
of the drive -wheel, and a lever -controlled 
mechanism for said friction-blocks to throw 
them in or out of gear in either direction, 
substantially as described. 

8. In a steam-vehicle, the combination, with 
the hind wheels secured upon independent 
stub-axles, of a friction drive-gear consisting 
of the drive-wheels M, secured to said axles, 
i-espectively, vibrating levers T, sleeved upon 
said axles — one for each drive-wheel— fric 
tion-blocks pivotally secured to the ends oi 
said levers, a vibrating lever Q, actuated b,i 
the motive power, and connecting-rods S, at 
tached at one end to the opposite arms of tin 
lever Q and at the other to the vibrating le 
vers T, respectively, substantially as de- 
scribed. 

9. In a steam -vehicle, the combination, with 
the liind wheels secured upon independent 
stub-axles, the drive-wheels M, secured to said 
axles, respectively, the vibrating levers T, 
caiTying the reversible friction -blocks U. 
adapted to engage upon the inner face of th' 
flanges of the drive - wheels, and the brake 
straps Y, adapted to engage upon the outc 
face of the drive-wheels, substantially as de- 
scribed, 

10. Iq a steam- vehicle, the combination o) 
the hollow platform, the steam -generator sup 
ported near the rearendof said platform, the 
rear seat inclosing said generator on top and 
sides, the liquid-fuel burners, the liquid-fuel- 
snpply pipe concealed in the hollow platform, 
the liquid-fuel reservoir forming the dash 
board, and the regulating supply -valve in 
proximity to the driver, substantially as de- 
scribed. 

11. The combination of the drive-wheel M, 
secured upon the stub-axle, the vibrating lo- 
ver T,tulcrnmed upon the said stub-axle, the 
reversible friction -blocks IT, seeuresd to the 
arms of said lever and adapted to be thrown 
in and out of contact with the inner face of 
the flanges of said wheel, the sliding sleeve 
V and spring-bars V^ pivotally connecting 
the sliding sleeve with the friction-block, tho 
spiral-guide connection between the sliding 
sleeve and the vibrating lever T, and the le- 
verU', with its actuated eonnectioiv with said 
sliding sleeve, substantiially as described. 

482,649. ACHILLE PHILLiON, New 
York, N. Y. Steam Carriage- Filed 
Feb. 5, 1892. Patented Sept.; 3, 1892. 
Serial No. 420.443. (No modelD 

1. In a vehicle substantially as described,, 
the combination, with the mainframe and the 
axle pivotally connected thereto, of the shaft 
Q', carrying a hand-wheel, the drum 16, fixed 
on said shaft, a cable taking around the drum 
and having its ends connected tolbe axle ad- 
jacent to the ends thereof, the sprocket-wheel 
.14, fixed on the shaft Q', the shaft P', carry- 
ing a hand- wheel, the sprocket-wheel 13, fix:ed 
on said shaft; V, and a sprocket-chain taking. 



STEAM. 



aronud the .sprocket-wheels i;j and 14, sub- 
stanLially as and for tho purpose sot forth. 

2. la a vehicle substantially as specified, 
tho combination,with the main frame or body 
and a tube counocted to and depending from 
the frame or body and having a nut or collar 
at its lower end, of the axle, a rod connected 
to tho axle and extending up into the tube ol 
the frame or body, a' coiled spring mounted 
upon the rod between the axle and the nut or 
collar of tho tube, and a coiled spring mounted 
upon the rod within the tube and having one 
of its ends connected to tho rod and the other 
end bearing against tho frame or body, sub- 
stantially as specified. 

;1. lu a vehicle substantially as described, 
' the combination,with the main frame or body 
and a tube connected to and depending from 
the frame or body and having a nut or collar 
at its lower end, of the axlo, tho„shield con- 
nected to the axle, the rod pivotally connected 
to the shield and axle an<l extending up into 
\,he tube of the frame, k coiled spring mounted 
on the rod between the axle and the nut or 
collar of the tube, and a spring mounted on 
the rod within the tube and having one of its 
ends connected to the rod and the other en^ 
bearing against the frame, ?v!l substantially 
^ specified. 

488,224. GEORGE J. SAURBREY, 

Columbus, Ohio. Steam-Propelled Ve- 
hicle. Filed May 21, 1891. Patented 
Dec. 20, 1892. Serial No 393,659. (No 
model.) 

My invention relates to improvements iu 
steam propelled vehiclesand the object of my 
invention is to provide a vehicle of this char- 
acter with mechanism carried by said vehicle, 
which shall furnish the^means of producing 
the motive power, with suitable devices for 
controlling the same so that the vehicle may 
be propelled eithorforward or backward; all 
of the operating parts and the controlling de- 
vices being so arranged that the operator has 
complete -control of all of said parts at all 
times. I attain thesoobjects by the construc- 
tions shown in the a/ccoinpanying drawings. 

1. The combination with the oarrying- 
wheels and a propelling motor, of an interme- 
diate revolving wheel connected to and re- 
volving with said motor, means for changing 
the direction of revolution of said motor, and 
ratchet connections adapted to alternately 
engage and disengage to connect said inter- 
mediate wheel to the driving-wheel to cau^e 
the driving-wheel to move positivelywith the 
intermediate wheel in the direction of rota- 
tion, and permit it to turn independent of said 
wheel in the other direction, substantially as 
specified. 

2. The combination with a motorand driv- 
ing-wheel, of an intermediate wheel revolv- 
ing with said motor, ratchet-wheels having 
teeth extending in opposite directions con- 
nected to said driving-wheel, and oppositely 
engaging pawls for the respective ratchets, 
said pawls being connected together and. 
adapted to be moved simultaneously to and 
from the respective ratchets, substantially as 
specified. 

3. The combination with ^reversible motor 
and a driving-wheel, of an intermediate con- 
necting-wheel revolving with said motor, op- 
positely arranged ratchets on each side of said 
intermediate wheel connected with said drjiv- 
ing-wheel, pivoted pawls on said intermediate 
wheel adapted to engage alternately with the 
respective ratchets, and a spring connection 
between the respective pawls, substantially 
as specified. 

4. The combination with a reversible driv- 
ing motor andadriving-wheel,of an interme- 
diate connecting-wheel revolving with said 
motor, oppositely arranged ratchets on each 
side of said ratchet-vpheel, pivoted pawls on 
opposite sides of said intermediate wheel 
adapted to engage with the respective ratch- 
ets, an intermediate connection between the 
pawls to cause them to move simultaneously 
in different directions with reference to the 
ratchet-wheels, means for forcing said pawls 
positively in one direction, and a spring for 
returning tlicin to their normal iiositionswiicu 

. i-oloased, substantially as si)ecified. 

5. Tiio conibinaliun with an intermediate 
conneeling-whcol and a driving-wheel, of op- 
positely arranged ralcliols connected to .said 
driving-wheel, pivoted pawls on said inter- 
mediate wheel adapted to engage altf-rnately 
with the I'cspective ratchets, said pawls being 
connected together so as to move siiii\iiiniii.'- 
onsly in opposite directions, an operating in-o- 
jection' having I>ea!inf;-faces, and a sliding 
disk-wheel to cont;i,ct withsiiid operating pro- 
jection to move said pawls siTniiltaneousIy out 
of and fiito engiigcinent with the respective 
ralcUot-w heels, substantially as spucified. 

495,709. JOSIAH M. RICHMOND, 
Raymond, Neb. Steam-Vehicle. Filed 
June 6, !e92. Patented Apr. 18, 1893. 



485 



Serial No. ■135,700. (No model.) 
The inventiou consists in the construction 
and novel combination and arrangement of 
parts hereinafter fully described, Illustrated 
in the accompanying drawings and pointed 
out in the claims liereto appended. 

1. The combination of a vehicle, an engine 
mounted thereon, a shaft arranged in front of 
the engine and connected therewith, tho op- 
posite side shafts 16 arranged at the middle 
of the vehicle, gearing connecting the side 
shafts. with the shaft in front of the engine,- 
frames 20 hingedly connected to and depend-, 
ing from the shafts 16, and gearing connected 
with and supported by tho lower ends of the 
hinged fraroesand receiving motion from the ■ 
shafts 16 and connected with the vehicle 
wheels, substantially as described. 

2. The combination of a vehicle, an engine 
mounted thereon, shafts 16 arranged at the 
sides of the vehicle and connected by gearing 
with the engine, depending frames hingedly 
connected to the shafts IG and provided at 
theirlowerends with sprocket wheels, sprocket, 
wheels mountedon the shafts 16, gearing con- 
nected to the vehicle wheels, chains connect- 
ing said sprocket wheels and said gears, and 
stays hingedly connected to the lowerendsof - 
the hinged frames and to the vehicle, substan- 
tially as described. 

3. The combination of a vehicle, the station- 
ary rectangular supporting frames 30 secured 
to the sides of the vehicle, an engine mount- 
ed on the body of the V6hicle,8hafts 16 jour- 
naled in said frames 30, hinged frames 30 de- 
pending from said shafts 16 and provided at 
the top and bottom with recesses, sprocket 
wheels mounted on the shafts 16 and arranged 
at the bottoms of the hinged frames 30, dif- 
ferentdiametersof gears connected to the ve- 
hicle wheels, sprocket chains connecting the 
sprocketwheels together and with said gears, 
the stays hingedly connected with the frame 
'^O and to the axle of the vehicle, and moans 
for connecting the shafts IG with the engine, 
substantially as described. 

509,919. HOSEA W. LIBBEY, Boston, 

Mass. Bicycle. Filed Jan. 13, 1893. 

Patented Dec. 5, 1893. Serial No. 458,200. 

(No model.) 

The invention consists of a front wheel and 
a rear steering wheel, preferably having a 
double tread, connected together by suitable 
frame work to which frame is secured a cas- 
ing divided so as to form a water reservoir and 
a boiler, to the sides of which are secured 
steam cylinders the piston rods of which are 
connected by pitmen to the cranks on the axle 
of the front wheel and in certain details of 
construction as hereinafter fully described 
and pointed out in the claims.' 

1. A bicycle consisting of a front driving 
and a rear steering wheel connected together 
by a suitable frame, a flat water reservoir and 
^iler secured to said frame in the plane of 
the wheels and carrying a steam cylinder on 
each side and connecting rods to transmit 
motion to cranks on the axle of the driving 
wheel substantially as set forth. 

2. A bicycle consisting of a front driving 
and a rear steering wheel, connected together 
by a loop frame, a flat water reservoir and 
boiler secured to theframe between the wheels, 
the front and rear ends of said reservoir and 
boiler substantially conforming to the curva- 
ture of the wheels, a steam cylinder upon each 
side of the boiler, and connecting rods to 
traniSTliit motion to cranks on the axle of the 
driving wheel, substantially as set forth. 

3. In a bicycle, the combination with a 
frame, of aflatsheetiron casibgsecui-ed there- 
to, two horizontal partitions in said easing 
forming a water reservoir, a boiler, and a lamp 
chamber, one abo\e the other, a steam cylin- 
der upon each side of the casing, and con- 
necting rods to transmit the motion to cranks 
on the axle of the driving wheel, substantially 
as set forth. 

4. In a bicycle, the combination, with a 
frame, of a flatsheet iron casingsecured there- 
to, two horizontal partitions in said casing 
forming a water reservoir, a boiler and alamp 
chamber, three pipes secured to the top of the 
casing and to the upper partition, the upper 
endsofsaidpipesbeingprovided with a safety 
valve, steam gage and whistle, respectively, 
and means for driving the bicycle by moans 
of the steam generated in the boiler, substan- 
tially as set forth. 

5. In a bicycle, the combination with a 
frame, of a casing secured thereto, the lower 
portion of which is formed into alamp cham- 
ber, the sides of said chamber being bulged 
outward and fitted with mica, so that the light 
from the lamp may be diffused on each side 
of the vehicle, and means for driving the bi- 
cycle by the steam generated in the boiler, 
substantially as set forth. 

t3. In a bicycle, the combination with a 
frame, cf a flat casing secured thereto, form-- 



486 

ing a boiler a steam cylinder npon each Ride 
of the casiog:. eaoh cylinder being provided 
with a pifttou aad a rod for connection with 
on^ of the wheels, a pipe leaiiug from the 
boiler to each cylinder, and provided with a 
valve, a handle at tlie side of the bicycle, aod 
conneoting rods between the handle and the 
valve in the pipe, sabstantiallyas set forth. 

568.164. ISAAC H. DAVIS, Boston, 
Mass. Motor Attachment for Bicycles. 

Filed June 11. 1896. Patented Sept. 12, 
1896. Serial No. 595.086. (No model.) 

The object of this invention is1o provider 
motor to be detachably secured ton bicycle of 
any stnadard make withont interfering with 
the working parts of the same. In accom- 
plishing this purpose it is also my object to 
so mount the motor on an attachable and do 
tnt-liable carriage that it will be entii-ely sup- 
ported thereby, the carriage being provided 
with a driving-wheel, by means of which the 
bicyclenaaybci)ropelled. The carriage should 
be of such construction as to carry a reser- 
voir or tank- for the engine if a motor of that 
(ype be used, and should be e(iuipped with 
the proper power-controlling devices within 
reach of the rider. 

Other objects wliich 1 have in minU are to 
provide the carriage which, asaforesaid. can 
be attached to a bicycle of any make or style 
with such means of attaclmient as to adapt it 
to ride easily over ilu- unevenness of or ob- 
structions in the road, and to so arrange the 
wheel of the same with relation to the wheels 
of the bicycle as to counteract the sicewisc 
thrust which would be likely to follow if the 
axes of the said wheels were arranged in par- 
allelism. 

OtherobjectSjlikewise, are to construct the 
carriage and the parts as light as possilde, so 
as to bear but little appreciable weiglit aTid 
strain upon the frame of the bicycle, since the 
latter is now usually built in such way as tO' 
sacrifice strength for lightness and make it 
■dangerous to add much additional weight or 
btrain thereto. 

1. An attachment for a bicycle, consisting 
of a carriage adapted to be connected to the 
frame of tne same, and having a motor thereon 
for propelling tlie bicycle, in addition to the 
pedals. 

2. An attachment for a bicycle, consisting 
of a carriage adapted to be connected to the 
frame of a bicycle, a driving-wheel mounted 
on said carriage, and a motor also mounted 
on said carriage for driving said Ttheel. 

.3. An attachment for a bicycle, consisting 
of a carriage, means for connecting the car- 
riage to the frame of a bicycle, a single driv- 
ing-wheel mounted on tlie carriage, a motor 
for driving the wheel, mounted on the car- 
riage, and means extending into the reach of 
the rider, for controlling the motor. 
■ 4. A motor-carriage for a bicycle, having a 
frame, a driving-wheel, and a motor for the 
driving-wheel, in combination with a clainp 
for detachably securing the front of the car- 
riage to the steering-head: of the bicycle. 

5.. A motor-carriage for a bicycle, having a 
frame, a driving-wheel, and a motor for the 
driving-wheel, in combination with a detach- 
able clamp for connecting the front end of 
the carriage with the steering-head of the bi- 
C3'cle, and a flexible cross-brace connecting 
the rear end of the carriage with the said bi- 
cycle. 

(!. A motor-carriage for a bicycle, having a 
frame, a driving-wheel, and a motor for driv- 
ing said wheel, in combination with a detacli- 
able clamp connecting the front end of the 
carriage with the front of the bicycle, and a 
curved brace for connecting the carriage with 
the bicycle-frame, the said brace being so 
curved as to be out of the path of the bicycle- 
pedals. 

7. A detachable motor-carriage for a bicy- 
cle, having a driving-wheel, a water-tank, a 
fuel-reservoir, and an engine, all for the pur- 
poses set forth. 

H. A detachable carriage for a bicycle, hav- 
ing a driving-yvheel, a water-tank, a fuel- 
reservoir, an engine, a steam-generator, and 
an automatic valve between the atoam-gen- 
eratQr and the water-tank.^ 

!f. A motor-carriage for a bicycle, having 
a tube forming a fuel-reservoir, and a water 
tank, the two parts forming a frame, in com- 
bination with a driving-wheel journaled on. 
the frame, an engine mounted on the same, 
a steam-generator ha viliga combustion -cham- 
ber for the fuel from the reservoir, and a 
steam-chamber connected with the w^atej:-- 
tank and with the engine. 

to. The combination with the fuel-reser- 
voir, and the water-tank, connected together 
to form a frame, of a driving-wheel journaled 
on the tank, an engine for drivingthe wheel, 
a steam-generator having a combustion -cham- 
ber for the fuel, aiid a pump operated by the 
enfrine. for forcinj; the water from the tank. 



STEAM 



iiiio the generator. 

U. The eorabination with the motor-car- 
riage, of a drr\'iug-wheel journaled on the 
carriage, an engine for driving the wheel, a 
steam-generator, a pump for forcingthe water 
from the tank intothegenerator, and avalve 
interposed between the pump and generator 
for automatically cutting off the supply of 
water to said generator when the pressure of 
steam in the same is too great. 

12. The combination with the motor-car- 
riage, anda driving-wheel journaled thereon, 
of a steam-engine for driving- said wheel, a 
tank for the water supply, a steam-generator, 
and a valve mechanism having a supply-pipe 
leading fi'om the tank and having outlet- 
duets communicating with the generator auv\ 
with the tank respectivelj', and a valve for 
shutting oil: either of the two outlet-ports, 
substantially as set forth. 

13. The combination with the motor-car- 
riage, a driving-wheel journaled thereon, a 
steam-engine for driving said wheel, a tank: 
for the ".ater supply, and a steam-generator, 
of a valve mechanism having a supply-pipe 
leading from the tjuik and having outlet- 
ductK communicating with the generator and 
the tank respectively, and a valve operating 
to close either of said ducts, and said valve 
mechanism having a means under control of 
the pressure of steam in the steam-chamber 
for automatically operating the valve. 

1 4. A motor-carriage f ora bicycle,provided 
with a frame, a driving-wheel, an engine, a 
steam -generator, and a valve for controlling 
the admission of steam from the generatbr to 
the engine and from the generator to an ex- 
haust-duct, in combinafion with a lever ex- 
tending into position to be grasped by the 
rider and connected with the valve. 

15. A motor-carriage provided with a frame, 
a driving-wheel, and an enpiine, of a steam- 
generator having a steam -chamber and a 
combustion-chamber, and a movable cap for 
the combustion-chamber connected with the 
fuel supply and provided with a burner, for 
the purposes set forth. 

583.809. HOSEA B. LIBBY, Boston. 

MfJss. Steam Bicycle. Filed May 29, 

1896. Patented June I, 1897. Serial No. 

593.662t (No model.) 

The invention consists of a front steenng- 
wheel and a rear driving-wheel having a 
double tread connected together by suitable 
framework and having' a bed-plato between 
said wheels, but some distance below their 
centers. Upon the bed-plate is mounted a 
steam-boiler, a water-tank, and pump, and in 
suitable bearings secured to the under side 
of said bed-plate is mounted an- oscillating 
steam-c3'linder, the piston-rod of which oper- 
ates a crank-shaft mounted in bearings se- 
cured to the upper side of the bed-plate, said 
crank-shaft being fitted at one or both ends 
with a sprocket-wheel which by a chain or 
chains communicates motion to a sprocket 
wheel or wheels secured to the axle of the 
driving-wheel. Below the boiler is supported 
a suitable lamp for heating same, all as here- 
inafter set forth, and pointed out in the claims. 

1. A bicycle consistingof a front steering 
whevl and a rear driving-wheel connected to- 
gether bj' a suitable frame; a bed-plate be 
tween said wheels and below their center; a 
boiler mounted upon the frout end of said 
bed-plate; means for heating same arranged 
under the bed-plate; a water-tank at the 
rear of the boiler; an oscillating steam-cyl- 
inder mounted in bearings below the bed- 
plate; a crank-shaft operated by the piston- 
rod; and means for communicating motion 
from said crank-shaft to the driving-wheel, 
substantially as set forth, 

2. A bicycle consistingof a front support- 
ing and a rear driving wheel connected to- 
gether by a suita,ble frame and bed-plate, the 
latter being below the centers of the wheels, 
of a seat upon the rear portion of the frame, 
a boiler upon the front portion, a semicir- 
cular water-tank between the seat and tho 
boiler, a motor at the rear of the tank, and 
means for communicating motion to tho 
driving-wheel, substantially as set forth. 

3. In a bicycle.the combination, witli a front 
and a rear fork, the front fork being provided 
with an extension, of a bed-plate, two bars 
for connecting each side of the plate with the 
front fork and two bais for connecting each 
side of the rear end of the plate with the 
rear fork, a seat upon two of the rear bars, 
a steam-boiler and motor upon the plate, 
means for communicating motion from tho 
motor to the driving-wheels, and a handle 
extending from the extension nearlv to the 
dertt, substantially as set forth. 

■i. In combination with a steering-bar of a 
bicycle, a depending,.arm attached thereto, a 
roller on the end of said arm, a frame hav- 
ing a slot for said roller to, work in, and 
lueans for pressing uponsaid roller, substan- 
tiallv as and for thapurno.se set forth. 



534,668. AMEOEE BOLLEE, FJLS, 
Le Mans, France. Motor-Vehicle. Filed 
Aug. r, 1896. Patented June- 15, 1897. 
Serial No. 602,004. (No model.) Pat- 
ented in France Jan. 27, 1895, No, 253,437. 
The advantages obtained-by my invention 
may be summed up as follows: first, dispens- 
ing with drixang-ehains for driving-wheels, 
whereby the drawbacks connected with the 
use of such chains are avoided; second, pos- 
sibility of giving to the wheels the inclination 
usual in carriage- wheels; third, arrangement 
of the driving parts and gearingso that they 
are easy of access, whereby their inspection 
and keeping in good condition is facilitated; 
fourth, arraugement of such parts under the 
floor of the carriage so Ihat thecarj-iage-f rame 
may liave an even floor without projections, 
on which floor any desired kind of carriage- 
body may bo mounted; fifth, arrangement of 
steering and operating mechanism in'f rent of 
the driver, the number of such parts being 
verysmaliand their operation extremely sim- 
ple; si.Nth, possibility of placing said appara- 
tus in any desired place of the carriage ac- 
cording to the description of carriage-body 
employed. 

The motor 40, which has been epecially de- 
vised with a view of adapting it for motor- 
vehicles, is a four-cycle petroleum -motor 
having two cylinders. These two horizontal 
cylinders may be cast in one piece with a wa- 
ter-jacket for cooling purposes common to 
both of them, their axes being in the same 
iiorizontal plane. The compression -cham- 
bers are formed in. one piece with the cylin- 
ders, which are closed at their end- by a pluo- 
haying an igniter in its center. The other 
end of the cylindershas an outer yoke screwed 
onto a solid framing, affording at the samo 
time a framihg fpr tihe crank-shafc and a res- 
ervoir for the oil for liibricating the connee^- 
ing-rods and bearings of the driviT>g-shaft. 

1. In a vehicle of the character described, 
the combination with a shaft 12 carrying driv- 
Ing-wJieels, of sleeves carried by said shaft 
extending at right angles thereto, shafts 17 
revolubly mounted in the sleeves, gearing 
between the latter shafts and the shaft 12, a 
shaft 21^ a driving-shaft, differential gearing 
betweei; the latter shaft and shaft 21, sleeves 
on the shaft 21, shafts 25 loosely mounted in 
the latter sleeves, gear-wheels on the shafts 
25 gearing with g^r-wheels onthe shaft 21, 
and spindles having an articulated- connec- 
tion at its ends wuth the gear-wheels on shaft 
25 and tha shafts 17, and transmitting rota- 
tion from the said gear-wheels to the shafts 17. 

2. The combination with the. steering-rods 
Gl, having hollow spherical ends, of the levers 
00, C2 each provided at ono end with spher- 
ical portion extending within the spherical 
ends ot the rods 01, and adapted to have a 
universal motion (.heroin, and springs acting 
to hold the spherical ends of the rods Gl in 
olofee contact with the spherical ends of the 
levers GO, C2. 

3. The combination with the steering-rods 
Gl having hollow spherical ends, of the levers 
(»0, 02 each provided at one end with a spher- 
ical portion extending witlrin the spherical 
ends of ihe rods 01, and adapted to have a 
universal movement therein, threaded shanks 
on the spherical portions of rods 00, 02, nuts 
threaded on said shanks, and springs con- 
fined between the nuts and the said spher- 
ical ends of, the rods (fl, as and for the pur- 
pose specified. 

4. The combination with a motor a shafB 
carrying fast and loose pulle3's a belt adapted 
to communicate motion to said shaft from 
the motor and a belt -shifting device for 
shifting;- the belt from one pulley to the 
other, of an operating-shaft, connections be- 
tween the latter and the belt-shifting device, 
a brake device a secojid operating-shaft; and 
connections between the latter shaft and the 
brake device wherebi'lhe belt is first shifted 
from the fast to the loose pulley before the 
brake device can be operated. 

5. -The combination with a jnotor, a shaft 
carryingfastaad loose pulleys, a beltadapted 
to commuuicate motion to- said shaft from 
tho motor, a belt-.shiftinff device for shiftinir 
the belt from one pnllej'- tu the other, of an 
operating-shaft connections between the lat- 
ter and the bolt-shifting device, a .shaft car- 
rying driving-wheels, v'ariable-speod gearing 
between the latter shaft and the shaft carry- 
ing the pulleys, means for shiftiiig the spcod- 
gearing to vary the speed of tho vehicle, and 
lueans whereby the bolt-shifter is first oper- 
ated to shift the belt before the speed-goar- 
ing-operAting means can operate. 

6. Thecombination with the rotababloshaft 
79, of .the tube surrounding it, a pulley on 
the lower end of the shaft, havhig a cam'por- 
tion, a lever operated by said cam portion, a 
driving-shaftcarryingfast and loose pullo3's„ 
a motor, a belt communicating motion from 
the latter to the driving-shaft, a belt-shifting 
device-, connections between the lever and 



STEAM. 



487 



"the shifting device, a two-armed or forked 
lever-on the upper end of the blinft, a levor 
on the upper end of the* tube adapted to be 
t*»inporarily held in vaiious adjusted posi- 
tions, a rod at the lower end of the ttibc, a 
second rod connected witli and operated by 
said first rod, a driven sliaft carrying ddv- 
ing-wheels variablc-spcftd gearing between 
the hitter shaft and the shaft carrying tbo 
pulleys, and means inlerniediate tlie said 
second rod and the speed-gearing, to shift 
the latter to effect a change in speed, all ar- 
ranged ns and for the purposes speciticd. 

588,103. CHARLES E. DURYEA, Peo- 
ria, III., and JAMES F. DURYEA, 

Springfield, Mass.. assignors to the Duryea 
Motor Wagon Company, of Springfield, 
Mass. Motor-Vehicle. Filed Nov. 7, 
1896. Patented Aug. 10, 1897. Serial 
No. 611,335. (No model.) 
This invention relates to improvements in 
motor-carriages, and more particularly to the 
muffling devices connected to the exhanst- 
portof the motor, to improvements in the con- 
struction of the water-tank; and means for 
dissipating the vapors from said water-tank; 
and the invention consists in the const'rnc- 
tion and arrangement of the various devices, 
all as hereinafter set forth and claimed. 

It has been deuionstraied in practice that 
the nuidler is much liiore effective in stip- 
pressing all noise arising from the escape of 
the gases of the exhaust through the perfo- 
rated partitions lluoiigh which they pass if 
the said perforations ai-e made, as shown in 
Fig. — viz. , from the inside to the outside — 
with a sharp-tapered instrument, which will 
make a tapered hole in the metal with a bnr 
projecting more or less from the outside of 
the sheet of metal. If the holes are made 
by punching out a circular disk, which is the 
method wliich lias heretofore been emploj'cd. 
it is necessary' to more frequently interrnpt 
the current of the exhaust, in order to do 
away with all noise, than is necessary whon 
the pei-forations are made as shown in Fie.. 5. 

1. In a motor-vehicle, a scat provided with 
a b;ick wall, a water-tank lived in proximity 
to said back walb thereby x)ro\ iding a clear 
air-space between said wall aud tank, pipes, 
as 7 and 8, connecting said tank with the 
water-jackets of a motor for said ■Nehicle, and 
a vapor-escapc pipe, as 5, one extremity of 
•vhich communicates with the upper part of 
said tank-chamber, aud having its opposite 
end extending down .-ardly through the bot- 
tom of said tank, snlistantiall}^ as described. 

2. In a motor-vehicle, a motor, a muffling 
device connected to the exhaust-port of said 
motor, a traj>ped drip-cup, a water-tank hav- 
ing a ehambfer in the upper part thereof, a 
pipe conn-ection from said chamber to said 
drip-cup and from said cup to the inlet of 
said, mulfling device, and pipe connections 
between the bottom of said tank aud the cyl- 
inderofsaidmotor.substantiallyasdescribed. 

3. In a motor -vehicle, in combination, a 
motor, a muffling device connected to the ex- 
hanst-port of said motor, a water-tank for 
supplying water to said motor, aud suitable 
pipe connections between said muffling de- 
vice and said tank for conveying vaper from 
a chamber in said tank to said muffler, sub- 
stantially ag described. 

4. Jx\ a motor-vehicle, iu combination, a 
mnfflingdevice consisting of several cylintl^rs 
of v'arj'ing diameters having closed ends, said 
several cylinder being conUunod one within 
another, several hollow cones having cone- 
shaped perforations therethrough secured to 
the interior of the innermost of said cylinders 
andinaxinlalineiiient therewith, and a series 
of cone-shaped perforations through (besides 
of said cylinders alternately disposed as re- 
gards the ends thereof whei eby the gases pass- 
ing through said muffling device are caused 
to follow a zigzag course. sul>:^tautially as de- 
scribed. 

616.089. ARTHUR P. DODGE, New 
York, N. V. Controller for Mofor- 
Cars. I'iled Dec. 30. 1'V;'7. Patented 
Dec. 20, 1898. Serial No. 664,604. (No 
model . ) 

My invention relates to a controlling sys- 
tem Sov inoloi-CHri and involves the use of 
hydraulic means extending from the cabs tp 
the brake system, to the cylinder-cock.s, and 
to tholink- motion oi" reversing- gear, said 
means being actuated and controlled by a 
gruu]) of devices or conbitJllers arranged at 
the ends of the car. 

i. In a motor opera ted by steam or like pres- 
sure, a boiler, a controller comprising a ^aive, 
a central shaft, a hand-wheel con nected there- 
with, a piston and a cylinderon oneside there- 
of connected with_brake niechauisui Ijy a hj- 
draulic column, a pisl/On and cylinderon the 
opposite side similarly connected \rith a re- 
versing mechanism, the sleeve snrrouuding. 



the shaft and connected so as to operate the re- 
vei-sing-piston and the hand-lever with geared 
connections with the piston of the fiist-naraed 
brake-cylinder, substantially as described. 

2. In combination in a motor operated by 
steam or like pressure, a valve, a hand-wheel 
and sliaft for controlling or adjusting the 
same, a reversing mechanism, a piston, a cyl- 
inder and means for operating said piston 
consisting o.f a sleeve .surrounding the shaft 
•2, a nut threaded on the piston-rod, a pinion 
secured to the nut, a gear on the sleeve and 
meshing with the pinion and means for turn- 
ing the sleeve, the said cylinder being ar- 
ranged par-illel with the shaft, with means 
for supporting the parts, substantially as de- 
scribed. 

3. In combination, a controller for steam or 
like motors, consisting of a valve, a central 
shaft connected therewith, a cylinder on each 
side of said shaft and parallel therewith, a 
yake bolted to the tops of said cylinders, a 
sleeve surrounding the shaft, gearing extend- 
ing laterally therefrom within the yoke and 
connected with the piston of one of the cylin- 
ders, a hand-lever, the bracket pi votallysup- 
portingthesame, tlie pinion-and-rack connec- 
tion between the hand-lover and the other pis- 
ton and means for supporting the parts, sub- 
stantially as described. 

4. In combination in a controller for steam- 
motors and the like, a pressure-reducing valve, 
the brake and reversing cylinders arranged 
adjacent to and parallel with the shaft which 
operates the valve, the sleeve ^urroundingthe 
shaft and having connection with the piston 
of the reversing-cylinder, the hand-lever con- 
nected with the piston of the brake-cylinder, 
the casing inclosing the cylinders, a cylinder 
outside of the casing having a foot-piece 
whereby its piston niay be operated, said cyl- 
inder having connection with the cylinder- 
cocks with means for supporting the parts, 
substantially as described. 

5- In combination in a steam or like motor, 
a valve and means of operating the same, re- 
versing mechanism, brake mechanism and 
cylinder-cocks, fluid-pressure regulating con- 
nections leading to the brake mechanism, re- 
versing mechanism, and cylinder-cocks and 
controlling devices in the car comprising pis- 
tons and cylinders fur controlling said fluid- 
pressure, said cylinders being arranged ad- 
jacent and parallel with each other and means 
for snpportiug the cylinders, substantiallj'as 
described. 

u. In combination in a motor for steam or 
like power, a valve, a cylinder having liquid 
connection with a reversing mechanism, a 
second cylinderhaving liquid connect ion with 
the brake mechanisru, hand-operated devices 
for operating the pistons of said cylinders, 
fluid-pressure connections leading to the cyl- 
inder-coci.s and the foot-piston for control- 
ling the pressjje in said connections, the 
.Siiid cyHnders being set verticallj'and paral- 
lel t-j each other and having vertically-oper- 
ating pistons, substantially as described. 



Gas/'Propelled 
Carriages, 



121,909. CHARLES TELLIER, Paris, 
France, assignor to Leopold Bouvier, New 
York City. Improvement in Ammonia- 
Enginet.. Patented Dec. 12, 1871. 
Ammt-niacal gas dissolves in considerable 
ouantities in cold water; at the temperature 
of -Hoo centigrade (-1-59** Fahrenheit) that 
liquid absorbs seven hundred and twenty- 
seven time.s its own volume of the gas. Heat 
drives it Irom the solution. It has no action 
upon either cast or wrougL. iron ; in pres- 
ence of these metals it is indecomposible 
belmv the red heat. It may, therefore, be 
superheated without danger, and the advan- 
tages of that operation availed of without 
having to fear excessive temperatures as with, 
steam. This result is the more easily reached 
fhat, even at the ordinary temperature, its 
pressures are sufficient for industrial pur- 
poses. 

The advantages of the present arrange- 
ment are as follows : First, the apparatus 
thus combined may be attached to any ve- 
hicle by simply removing the fore wheels of 
the latter aud fastening them to the after 
■ffheels of the apparatus, aud thus at once- 



ammonia is substituted for horse-flesh. Sec- 
ond, when the driving action is exercised 
simultaneously upon two wheels. It is 
necessary when turning that one should be 
made free upon its axle. This necessitates 
rather complicated maneuvrcs, shocks which 
are very inconvenient in practice, besides the 
mechanical difficulty of obtaining a certain 
result. With a single driving wheel, we 
enter the category of tricycles, a well-knowD 
species of vehicles, the handling of which is 
perfectly easj' even for a very feeble hand. 
Third, the faculty of detaching at any time 
the driving apparatus from the vehicle fa- 
cilitates any necessary repairs without inter- 
rupting the service of the vehicle itself, as 
another engine may always be substituted 
for the one undergoing repairs. Fourth, 
finally, because all the mechanical organs are 
united under the hand ol the driver under 
the most favorable conditions for their best 
preser\*ation. 

1. The application of ammoniacal gas as a 
means of producing motive-power by means 
of its liquefaction and subsequent absorp- 
tion in water, substantially as described. 

2. The combination of surfaces by means 
of the inner reservoir A, (Plate 1.) the outer 
reservoir D, the coil H, and pumps G, or any 
other similar arrangement for the purpose of 
securing a perfect and complete exchange 
between the caloric of condensation and the 
caloric of vaporization, and thus insure" the 
constant working,of the machine. Substan- 
tially as above described. 

3. The general features of the apparatus 
shown in Plate 2, including the single driv- 
ing-wheel, the mode of direction, &c., form- 
ing a practical application of the ammonfa 
motor as a locomotive for common roads, sub- 
stantially as above described. 

235,051. CURTIS H. WARRINGTON, 

West Chester, Pa. Road Engine. Filed 

Oct. 14, 18.80. Patented Nov. 30, 1880. 

(No model.) 

The object of my invention is to furnish a 
light an4 convenient road-vehicle driven by 
power. For this purpose I fit a vehicle o'f 
suitable construction with a gas -engine and 
with a reservoir for gas of capacity sufficient 
lor several hours' run. Such engines being 
light, and requiring no heavy fuel nor boiler, 
are especially adapted for the use named, and 
by this combination I obtain a vehicle suita- 
ble lor general use on common roads. 

This combination furnishes a light and ef- 
fective self-propelling foad - vehicle. Tbe 
engine can be started in a moment, and re- 
quires no skilled engineer fior its operation, 
and the vehicle can be run fast or slow, as de- 
sired, by simply varying the gas-supply. The 
gas can be renewed, from tinieto time, from any 
gasometer or other source of supply. 

In road - vehicles propelled by gas-eugines. 
the frame or boxK and weighted gas-receiver 
B, combined with the engine, substantially as 
shown and described 

259,413. J. M. MOTCLAIR, Paris. 
France. Gas-Locomotor for Vehicles, 
Etc. Filed Feb. 15. 1882. Patented June 
13. 1S82. (No model.) Patented in 
France Dec. 10. 1881. No. 146.290; in Bel 
gium, Dec. 15. 1891, No. 56.500, and in 
England Dec. 17. 1881. No. 5.534. 
My invention relilto?' to the application of 
gas-motor engines and the special arrange- 
ments combined therewith to all kinds of ve- 
hicles for the purpose of substituting thesamc 
for hcsfts or other beasts of burden, as well as 
for steam and compressed-air engioes hitherto 
used- for the locomotion of c;trriages, omni- 
bnses, tire-pnmps, tramway-cars, railways, &c. 
Gas-motor engines acting by explosion, as 
now constructed, do not allow of an automati- 
cal motion, aud could not as yet be used as 
locomotors in the same way as steam-engines. 
The novel combinations which form tbe sub- 
stantial part of my invention permit of the 
practical application of gas-motor engines as a 
means of locomotion. 

Th^ invention may be easily, and at little 
cost, applied to gas-motors of any desired con- 
struction, thereby rendering them easily man- 
ageable, so as to either move or atop instanta- 
neously. 

The gas-motor eugioes of my invention re- . 
solve in most satisfactory way the important 
question, namely, which is the most conven- 
ient way of locomotion in tov, ns They are 
noiseless, aud provided wilh an invisible es- 
cape, so that there is no risk of frightening 
horses by whistling or other nnnsual noise. 
Besides, as gas is used for fuel, the eugiue is 
comparatively light, since it has no charge of 
fael to support. The supply of gas may be re- 
newed at any desired point during a trip. 

1. Tbe corabmation of a gas-motor engine, 
having one or more cylinders, a a', and main 



AGB _ 

cra.uk -Bbat't, with whioh the pistons of said 
cylinders connect, with an air-pump operated 
by the. said crank-abaft to assist in starting 
the motor and adapted to opoiate the same, 
and with valve mechanism t,j,j% and h\ sub- 
stantially as specified. 

3. Tbe gas-recoiver h. having valves j/, and 
combined with pipes I r, substantially as and 
for tbe purpose specifled. 

3. The combination of the cylinders a a' of 
a gas-engine with a receiver, m^ valves j/, 
aud pipes I l\ vessel k, and with cams ^ A^, 
aud valves A' and r, substantially as specified. 

317,893. DANIEL S. TROY, Montgom- 
ery. Ala. Velocipede. Filed Aug. 1*5, 
1884. Patented May 12, 1885. (No. 
model. ) 

The object of my invention is to provide a 
new and improved velocipede whioh is pro- 
pelled by a motor operated by the explosion 
of compressed gaa and air, which velocipede 
is so constrncted that it can carfy a large 
quantity of compressed gas, can travel very 
rapidly, and can be steered easily. 

1. In a velocipede, the combination, with a 
vehicle-frame, of two gas-tanks held longitudi- 
nally iu the said frame, a rear driving-wheel 
located between the tanks, a transverse front 
gas-tank adapted to revolve in the horizontal 
plane, and wheels mounted on the ends of the 
transverse tank, substantially as herein shown 
and described. 

2. In a velocipede, the combination, with 
a vehicle-frame, of two longitudinal gas-tanks, 
A, and the transverse gas-tank I>, having a 
dome, B", on which a neck, B*, is formed, and 
of the united necks H, secured on the front 
ends of the tanks A and surrounding the neck 
B*, suVistantially as herein shown and de- 
scribed. 

3. In a velocipede, the cohibination, with 
a vehicle -frame, of two longitudinal tanks, 
A, th^ trtinsverse tank B, provided \vith a 
dome, B^, and a neck, B\ the necks H, se- 
cured to the front ends of the tank^ A and 
united by a collar, H', siuronnding the neck 
on the dome, the arms h c, projecting upward 
and downward from the collars h h', and the 
rings &' aud c' on the ends of the arms /» and 
c, substantially ns herein shown and de- 
scribed. 

4. In a velocipede, the combination, with a 
vehicle- frame, of two longitudinal tanks. A, 
the transverse tank B, provided witli a dome, 
B\ and a neck, B*, the necks H, secnred to 
the front ends of the tank A, and united b>' 
a collar, H', surrounding the neck on the dome, 
the arms h c, prqieeting upward and down- 
ward from the collars h h', the rings b' and <■' 
or. the ends of the arms 6 and c, the arms (?, 
projecting from the top ring, &', the connect- 
ing-rods d\ tbe transverse rod e, the shaft;/*, 
and the transverse handle-bar /',snbstantial!y 
as herein sho,wn and described. 

5. A velocipede constructed with a skele- 
ton frame provided with two rings or frames 
at the front and rear, and riiigs at the middle 
for holding the two tubular gas-tanks longi- 
tudinally, substantially as herein shown and 
described, 

U. A velocipede constructed with a fnime 
provided with two rings at the ft'oufc and rear 
for holdingthetubulargas-tauks, and of down- 
wardly-projecting anns at the rear in which 
the rear axle is journaled, substantially as 
herein shown and described. 

7. A velocipede constructed with a frame 
having two rings at the front and rear for 
holding tubular gas-tanits, and with hangers 
projectiug downward for holding a cylinder 
and valve-chest, substantially as herein shown 
and described. 

336,372. ARTHUR H. ALLDRIDGE, 

Birmingham, England, assignor ol" one- 
half to Samuel J. Davis, same place. Ve- 
locipede. Filed Oct. 20, 1S85. Patented 
Feb. 16, 1886. Serial No. 180.438. (No 
model.) Patented in England Mar. 24, 
1884, No. 5. .^64. 

The object of my invention is to provide a 
simple form of motor for driving velocipedes, 
tricycles, and otber like machines by meansof 
compressed air. 

1. The combination of the wheels with the 
pedal-axle provided with treadles, cranks c a, 
the eccentric /, the air-pump ft, the connect- 
ing-rod between the piston of said air-pump 
and crank c, the drlpjng-cylinder d, the con- 
necting-rod between the piston of said driv- 
ing-cyliuder and crank e, the slide-valve, the 
connenfing-rod between said slide-valve and 
the eccentric /, the reservoir a, in which air.is 
compressed by pump b, the pipe ^, through 
which the air passes from said reservoir tosaid 
driving cylinder, and the cock h in said pipe, 
which regulates the passage of airthrough the 
same^ for the purpose set forth. 

2. The wheels and pedal-axle of a tricycle 
or bicycle, ia combination with a reservoir 
for compressed air carried thereby, a pump 
operated by said pedal-axle for supplying air 



GAS. 



to said i-eservoir, a dnviag-cylinder the piston 
of which is comiectod to said pedal'axle, and 
a pipe allowing compressed air to pass from 
said reserv';ir to said driving-cylinder, the ve- 
hicle being arranged and adapted to be. pro- 
pelled eitlier by the rider's feet or by the 
driving-cylinder at will, substantially as set 
forth. 

345,596. ETIENNE J. J. LENOIR, 

Paris, France. Gas-Engine. Filed Jan. 
6, 1886. Patented July 13, 1886. Serial 
No. 187,794. Patented in France Oct. 27, 
1883, No. 158,2.59; in England Jan. 15, 
1885, No. 610; in Russia Jan. 19, 1885: 
in Italy Jan. 30, 1885, No. 17,874; in Au.s- 
tria Apr. 13, 188.5, No. 2,861, and in Spain 
Apr. 25, 1885, No. 4,750. 
My invention consists of certain improve- 
ments in the construction of gas-engines, more 
particularly for use for agricultural and simi- 
lar purposes, although many of the present 
improvements are applicable to gas-engines 
for various other uses. 

1. The combination of a gas-engine with aa 
air -supply pipe having an escape- valve, a 
carbureting-chamber, and a gas-reservoir pro- 
vided with a movable diaphragm adapted to 
open the escape-valve when the supply of gas 
is unduly increased, substantially as and for 
the purpose described. 

2. The combinatiou of a gas-engiue with an 
air -supply pipe and. a rotary carbureting- 
cylinder, G, containing hydrocarbon liquid 
and absorbent material, substantially as speci- 
fied. 

3. The combination of a gaa-eugine, and air 
and gas supplied therefor, with electrical ig- 
uiting devices, comprising a bgttery,induction- 
coil, commutator, and commutator - brushes 
to close the circuit, substantially as de- 
scribed. 

364,866. HIPPOLYTE J. SEIGNEUR. 

ET, Henderson, Minn. Reaciton-Wheel. 

Filed Mar. 9, 1887. Patented June 14. 

1887. Serial No.' 230,228. (No model. 1 

This invention relates to a novel form of 
motor or gas engine wherein the parts are so 
arranged that the force resulting from thcex- 
plosion of a small quantity of gas will operate 
upon and in connection with a rcactiou-wheel 
that is so mounted that it may revolve and its 
power may be transmitted in such manner as 
may be desired, the invention consisting, es- 
sentially, of a novel construction of the wheel 
proper, a novel means for combining gas and 
air necessary to jiroduce the explosion, a novel 
means for providing for the vaporizing of the 
hydrocarbon oil from which the gas is made, 
and a novel means for relighting the explod- 
ing jet in case snch Jet should be extinguished 
at the time of the explosion, all as will be 
hereinafter more fully described, aud specific- 
ally Doiuted out in the claims. 

1. The combination, with a easing having a 
chamber, of a means for supplying air aud 
gas thereto, a means Ibr exploding the gas 
therein, and revoluble tubes open at one side 
only, said tubes being secured to the chamber 
aud in communication therewith, substantially 
aa shown and described. 

2. The combination, with a revoluble case 
having an inner chamber and one or more 
extending arms, the extending portions of 
which arc open at oue side only, of a gas-sup- 
plying attachment and a gas - exploding at- 
tachment, substantially as shown and de- 
scribed. 

3. The combination, with a revoluble casing 
having an inner chaniber and one or more 
arms extending outward at an angle to the 
axis of the casing and open at one side only 
in their extending portions, of a gas-sniiply- 
ing attachment, a gas-igniting jet, and a pro- 
tected gas jet arranged in connection with said 
igniting-jet, substantially as described. 

4. The combination, with a casing having 
an inner chamber and mounted, to revolve in 
bearings, of abutmentsarranged in connection 
with the casing, arms connected to the casing 
and open only at one side in their extending 
portions, but being in communication with the 
chamber within the casing, gas and air sup- 
plying tubes leading through the chamber, 
and an ignitiug-jefc arranged in connection 
with an aperture formed in the'casing, valves 
arranged in connection with the supply-pipes, 
and a valve-oporating mechanism, substan- 
tially as described. 

5. The combination, with a revolubly- 
jnounted casing, of abutmenis arran^ged iu cou- 
nectiou therewith, hollow tubes or arms that 
are mounted sons to be in communication with 
the chamber within the casing, valves con- 
nected to the arms and arranged to close their 
outer open ends, tubes leading through the 
abutments and through the chamber within 
the revoluble casing, valves an'angcd in con- 
nection with the tubes, a valve - operating 
mechanism, substantially as described, an ig- 



niting jet, a protected jet arranged in connec- 
tiou with the ignitingjet, and a means for 
establishing communfcation between the pro- 
tected jet and theigniting-jcl, substantially as 
set forth. 

6. The combination, with a casing, 10, 
formed with an aperture, 6, and mounted in 
bearings 11 and between abutments 12, of a 
hood mounted to slide beneath the casing, a 
spring arranged in connection with the hood, 
a cam carried by the casing aqd arranged so 
that it may bo thrown against the hood, a 
burner, 37, monntcd within the hood, an ig- 
niting- burner, 35, mounted outside of the 
hood, hollow arms or tubes cai'ried by the 
casing, said arms being open at one side only^ 
and a means for supplying combined gas and 
air to the interior of the casing, substantially 
as shown and described. 

7. The combination, with a revolubly- 
mounted casing, 10, having arms 13, the ex- 
tending portions of which areopen at one side 
only, said arms being in communication with 
a chamber within the casing, of gas and air 
tubes leading through said chamber, a coil, 
25, whereby an initial supply of gas is ob- 
tained, a storage-reservoir in connection with 
the air-supply pipe, a means for supplying 
the air to said reservoir, an oil-supply tank in 
connection with the gas-supply pipe, and a 
means, substantially as described, for igniting 
the gas within the chamber, as and for the 
purpose stated. 

376,638. GOTTLEIB DAIMLER, Cann- 

stadt, Wurtemberg, Germany. Engine- 
Driven Vehicle. Filed Oct. 12, 1885. 
Patented Jan. 17, 1888. Serial No. 
179,692. (No model.) Patented in Eng- 
land Sept. 11, 1885, No. 10,786; in Bel- 
gium Oct. 15, 1885; No. 70,293; in Italy 
Dec. 17, 1885, No. 18,955 ; in France Dec. 
21, 1885, No. 171,261 ; in Austria-Hungary 
Feb. 18, 1886, No. 32,523 and No. 2,203; 
and in Spain Mar. 26, 1886, No. 8.264. 
This invention relates to an improved ve- 
hicle driven l)y a gas or petroleum motor-en- 
gine, the construction of which will be readily 
tinderstood on reference to the accompanying 
drawings, in which Figure 1 shows a sectional 
side elevation; Fig. 2, a cross-section; Fig. 3, 
a sectional plan; Fig. 4, a side elevation to s 
small scale. Figs. 6 to 8 show the same views 
of a modified arrangement for adapting the 
vehicle as a sledge. Fig. 9 shows a sectional 
elevation of the motor-engine. Fig. lOshows 
a side view of the same. Fig. 11 shows a ver- 
tical section of the apparatus for vaporizing 
petroleum, and Fig. 12 shows a plan of the 
same. 

I do not herein bro.adly claim thepetrolcnm- 
vaporizing apparatus shown in Fig. 11, as it 
coustitates the subject-matter of my applica- 
tion for Letters Patent filed March 4, 1886, 
Serial No. 194,030. 

1. The combination, with a vehicle com- 
prising a frame, 1, a ground steering device, 3, 
and a ground driving-wheel, 4, of the gas or 
petroleum motor-engine 5 and its reservoir G, 
suspended centrally from the frame between 
the driving-wheel and steering device. With its 
center of gravity in the plane of the track 
traversed, and traveling side supports, 10, ex- 
tending from the motor-engine frame to travel 
on the ground and laterally brace aud sup- 
port said engine-frame, substantially as de- 
scribed, o 

2. Thecombination,with theframingl, driv- 
ing-wheel 4, and steering-wheel 3, of the gas 
or petroleum motor-engine 5, and reservoir 6, 
suspended centrally from the framing, so that 
its center of gravity is in the plane of the track, 
and so that it only partially participates in 
the vertical oscillations of the vehicle, the 
motor-engine being suspended iu an elastic 
manner, and the vehicle being supported lat- 
erally byspring-roUcrs, substantially fxs herein 
described. 

3. The frictional connection of the driving- 
pulley 25 with theengineshaft, adjustable hy 
spring 28, and screw adjustment, whereby 
when the resistance of the vehicle exceeds tho 
maximum power of the engine the driving- 
pulley can slip ou the engine-shaft. 

4. The combination of the elbow-lever IS, 
with tightening-pulley 19, driving-strap 17, 
cord 21, steering-spindle 20, and brake-lever 
22, whereby when the brake is .applied the 
driving-band is slackened. 

5. The combination, with the engine-shaft, 
of the fan 31 and removable crank-handle 38, 
with ratchct-clntch 39, whereby the engine is 
put in action in the first instance. 

6. Tho inclosed chamber 35 beneath the seat, 
into which the hot air from the engine passes, 
and which is also warmed by the receptacle 
for tho products of combustion for the purpose 
of warming the seat. 

7. In combination with tho chamber 35, 
heated by the hot air, the openings provided 
with flaps 36 and 37, whereby tho hot air is 

. allowed to escape when no heating is required. 



8. The cor bination of the franio 1, tbe 
ground wlieel 4, the ground steering- runner 3, 
a gas or petroleum uiotorengiue, 5, elnstically 
SQSpeuded from the frame between the ground - 
wheel and steering-runner,, and yielding sid*^ 
runners, 10, extending from the enginefrume 
and' laterally bracing and supporting the en- 
gine-frame, substantially as described. 

85,087. CARL BENZ, Manheim, Ba- 
den, Germany. Self-Propelling Vehicle. 
Filed June 27, 1«86. Patented June 2(>. 
IS88. Serial No. 209,265. (No model.) 
Patented in England Apr. 28, 1886, No. 
5,789. 

Tliis invention relates to two general fea- 
tures of the apparatus, as follows, viz: first, 
lo the construction of the fly-wheel, and, sec- 
ond, to the mechanism for starting and stop- 
j)ing the machine. 

To the coustnictlon of (he cooler autl to that 
of the gas-geueralor is laid uo claim in this 
specification; but I have found it profitable to 
alsooxplainand show the. construction of these 
two devices to give a better understanding of 
the whole invention. 

1. The coDibination of a vehicle — such aS a 
tricycle — with a motor having its crank shaft 
replaced in a vertical position and its fly-wheel 
y revolved in a horizontal plane, substantially 
as shown and described. 

2. The lever 9, in combination with the de- 
vices 20 and 21, the shifter-bar 10. belt F, and 
fast and loose pulleys 15 10, the whole com- 
bioed, constructed, and ai-ranged so that by 
the simple manipulation of the onelerer 9 the 
mechanism may be started, stopped, or the 
brake applied, .Mibstantially as described and 
set forth. 

386,798. CARL BENZ, Mannheim. Ba- 
den, Germany. Driving-Gear for Veloc- 
ipedes. Filed Nov. 26, 1887. PatenteH 
July 31, 1888. Serial No. 256,268. (No 
model.) Patented in England Apr. 28, 

1886, No. 5,789, and in France Apr. 28, 

1887. No. 175,027. 

My improvements relate to the driVinggear 
of vehicles which are operated by a gas-motor 
placed on sach vehicles. The gas necessary 
foi' workiog said motor is generated from 
easily- evaporating oils — anch as benzine, gaso- 
liue, ligroine— and is produced .in an appa- 
ratus which 19 also mounted ou the vehicle. 
The apparatus I preferably employ for these 
vehicles is described in my application for pat- 
ent dated August 15, 1887. 

My iuiproveraeuts consist, first, in means 
for preventing the interruption of transmis- 
sion of power from the main driving-shaft to 
the lixle of the wheels of the vehicle. They 
fdrtherconsisbiu the construction of a gearing 
bywhich.it is made possible to regulate the 
velocity with which the rotatory power of tbe 
main driving-shaft i& transmitted to the axle 
of the wheels without making the motor work' 
fester or slower, so that the vehicle runs slow 
when mouufcingasteep road, but with increased 
driving- power, and faster with reduced power' 
when ruoniu^ over a level road. 

1. In vehicles with driving-gear, the af- 
rangementof the main driving-shaft V32 and 
the axle of the vehicle in one horizontal plane; 
and in combination with one of these shafts 
connecting-rods S S on each side, for the pur- 
pose and in tbe manner substantially as de- 
scribed. 

2. 'In vehicles with driving-gear, the main 
driving-shaft V, a movable flame. A, for said 
shaft, and the axle T, of the wheels arranged 
parallel to the main shaft, all substantially 
as described. 

3. In vehicles with driving-gear, a pulley, 
R, spur-wheels z !^ sf' /", arranged inside pul- 
ley B, and a wing, M, in connection with lever 
3, operatiug suietautially in the manner as de- 
acribed. 

4. In vehicles with driving gear, astartiug- 
lever, 3, in combination with a coupling, K, 
and a braking contrivance, 5, and in combina- 
tion with a second lever, 4, arranged and op- 
erating sut^t^ntially in the manuer as de-* 
iiCbihed. 

5. In vehicles with driving-gear, a com- 
bined regulating- and bi-aking device for regu- 
lating the admissionof the liquid into the gas- 

^eoerator and of the gas to the motor, and for 
hiiiking the vehicle accordingly, all substan- 
tially in the manner as described. 

407,394. ALEXANDRE ClURCU, 
P:iris, France. Apparatus and Means 
for Propelling by Reaction. Filed Oct. 
29, 1888. Patented July 23, 1889. Serial 
No. 289,468. (No model.) Patented in 
I'rance Oct. 12, 1886, No. 179, 00-1; in 
Germany Oct. 19, 1886, No. 39,964; in 
England. June 7, 1887, No. 8,182; in Bel- 
gium June 8, 1887, No. 77,754; in Italy 
June 17, 1887, No. 21,863; and in Austria- 
Hungary Aug. 21, 1887, No, 41,129. 
This inveiitiou relates to an improved ap- 

paratiia for propelling vehicU'S, boats, bal- 



GAS. 

loons, aerial niaohinea, and iiky purposes by 
the reaction of gas under pre.ssuro escaping 
from a contracted orifice. Tlie gas maybe 
advantageouslj* generated by the combustion 
of a compound consisting of, say, about sev- 
enty-cig]it per cent, of nitrate of ammonia 
intimately mixed with about twenty-two per 
cent of petroleum. To this mixtvn-e is added 
about .seven i)er cent, of wuod-eharcoal pre- 
viously broken into small fraj;:ments and 
soaked in a concentrated solution of nitrate 
of ainmouia. A coniponud of this de.scrip- 
tion contains within itsoU all the clemeutj^i 
necessary for its combustion, and can conse- 
quently be burned in a closed air-tight vcs.sel 
in order to generate the required vohinic of 
gas. This compound is burned in a closed 
vessel, and when the combustion of the com- 
pound has generated enough gns to produce 
the i-equired pressure the gas is allowed to 
e^ape through suitable vah^es operate<l by 
hand or otherwise. The nozzles or outlet- 
orifices may be so arranged as to enable the 
boat or the like to be propelled in any desiied 
lirectinn by opening and closing different 
valves, and the closed vessel or generator is 
provided with suitable safety-valve-s, manom- 
eters, pyrometei-s, and otlier requisites. 
When one charge of the compound is con- 
sumed, a fresh sui)ply is introduced and two 
or more vessels may be employed in order to 
obtain a continuous or interrupted supply of 
eaa. 

1. A propelling apparatus cmsistingof the 
combination of a boat, a balloon-car, or other 
device to be propelled, with a gas-generating 
chamber provided with outlets for the direct 
Escape of the gases from the generating-cham- 
ber, con trolling- valves for the outlets, and an 
opening closed by a door through which the 
explosive materials are passed into the gen- 
srator, substantially as described. 

2. A pK'pelling apparatus consisting of a 
boat, balloon-ear, or similar device, in combi- 
nation witli a gas-generator havingoutlets and 
controlling-valves and an opening closed by 
a door, a removable receptacle for holding the 
rombustiblo material, and guides within the 
-Tnerntor for theremovable reeeptacle,asand 
iuv the purpose set forth. 

;i A propelling apnaratus consisting of the 
combination of a boat, balloon-car, or other 
device to be propelled, with a gas-genorator 
consisting of a closed, vessel with discharge- 
outlets and con trolling- valves therefor, and a 
door in the vessel opening inward and closing 
against a seat under the gas-pressure, all sub- 
stantially as described. 

4. A gas -generator consisting of a closed 
vessel provided with suitable outlets and safe- 
ty-valves, a door opening inward and closing 
against a seat under the gas-pressure, a piv- 
oted lever, one end of which is fixed to the 
door, and a screw attached to the outaide of 
the generator to fasten the other end of the 
lever when the door is closed, substantially as 
described. 

411,196. FRANK A. HUNTINGTON, 

San Francisco, Cal. Vehicle. Filed Jan. 

11, 1889. Patented Sept. 17, 1889. Serial 

No. 296,103. (No model.) 

This invention is designed to apply a gaso- 
line or other vaporengine to an ordinary car- 
nage or x-oad vehicle, with f rictional mechan- 
ism for transmitting power, changing the 
speed of the forward movementof the vehicle 
and reversing the motion of the vehicle at- 
will. 

1. The combination, in a vehicle, of the 
frame^ the bearing-wheels upon which it is 
supported, an engine by which power is trans- 
mitted to the engine-shaft, a countei'-shaft 
from which power is transmitted directly, 
through gearing to each of the bearing- wheels 
independently, said shaft being divided and 
having a diflferential driving-geair, and gear- 
ing intemjediate between the engine-shaft 
and this shaft, -whereby power is transmitted 
to it, substantially as described. 

2. The vehicle having the independently- 
journaled bearing and driving wheels and a 
steering wheelorwheels, an engine from which 
power is transmitted to the driving-shaft, and 
frietional wheels mounted upon said shaft, a 
divided counter-shaft with gearing, whereby 
power is transmitted from it to each of the 

■ driving-wheels independently, a friictional 
drum upon said shaft containing a differen- 
tial gear, in coml)ination with intermediate 
rooyable friction-drums, whereby power may 
be transmitted from the engine-shaft to tbe 
counter-shaft, substantially as described. 

3. The vehicle mounted upon independent 
driving and steering wheels, independent 
gears by which each of the dPiving-wheels is 
propelled, a divided counter-shaft having a 
frietional drum atid a differential gear, where- 
by the wheels may be driven independently 
at different rates of speed, in combination 
with an engine, an engine-shaftprovided with 
a corresponding frietional drum, and a mova- 
ble frame supporting an intermediate fric- 



489 

tion-drum between the drums upon the coun- " 
ter-shaft and the engine-shaft, and a lever, 
whereby said intermediate drum may be 
turned into or out of contact with the others, 
substantially as described. 

4. The main axle having the independent- 
ly-journaled bearing and driving ^heels of 
the vehicle, a divided counter-shaft with a 
differential clutch meohauism and frietional 
drums of different sizes, and an engine and 
shaft having corresponding frietional drums 
of different sizes in plane with those upon the 
counter- shaft, but out of contact therewith, 
in combination with an intermediate seg- 
mental yoke having drums jonrnaled m it 
corresponding with the different-sized drums 
upon the engme and counter shaft, a rocket- 
shaft and arm by which the movable 3'oke is 
suspended, and a lever by which said shaft is 
moved, so as to throw either of the rollers into 
contact with the corresponding drums upon 
the engine-shaft and counter-shaft, whereby 
*he change of speed maybe effected, aabatan- 
tially as herein described. 

6. The vehicle havingibdepsndently-driven 
wheels, a counter-shaftand engine-shaft with 
friction-wheels, and an intermediate movable, 
yoke, with idler-wheel through which power 
maybe transmitted from the engine-shaft 
drum to the connter-shaft drum,.in combina- 
tion with a supplerpental shaft, rocker-arm 
and drum, and a lever for moving the same, 
whereby a reversal of tbe motion of the ve- 
hicle may be effected by throwing this sup- 
plemental drum into contact Vith the driv- 
ing-wheels, substantially as herein described. 

495,733. WILLIAM T. HARRIS. Balti- 
more, Md., assignor of one-eighth to Er- 
nest W. Bradford, Indianapolis, Ind. Ve- 
hicle-Motor. Filed Apr. H, 1892. Pat- 
ented Apr. 18, 1893. Serial No. 429,161. 
CNo model.) 

The object of my said invention is to. pro- 
vide a motor for use in operating vehicles 
which may be driven by a gasoline or similar 
engine conveniently supported on the frame- 
work or bed of said vehicle, whereby a very 
inexpensive and at the same time efficient 
and serviceable motor is provided which may 
be used on vehicles of all classes, all as will 
be hereinafter more particularly described 
and claimed. 

1. The combination in a vehicle, of an en- 
gine supported on the framework thereof, a 
friction disk on said engine shaft, the vehi- 
cle driving shaft also carrying a fricti&n disk, 
and intermediate friction gear connecting 
said two disks and arranged to be adjusted 
into Or out of engagement therewith, substan- 
tially as set forth. 

2. In a vehicle tne combination of the 
framework and running gear, an engine sup- 
ported by said framework, a friction disk on 
the shaft of said engine, a driving shaft 
geared to the driving wheels of the vehicle 
and carrying a friction disk, and two pair of 
friction wheels mounted on short shafts jonr- 
naled in Swinging bearings on each side of 
said disks, the forward pair of which are ar- 
ranged to engage with the disk on the driv- 
ing shaft of the vehicle, and means substan- 
tially as described for throwing said friction 
wheels into and out of engagement with said 
disks, substantially as set forth. 

3. In a vehicle the combination. of the frame- 
work and running gear, an'engine supported 
by said framework, the gear wheel on the 
shaft of said engine, a vehicle driving shaft 
also carrying a gear wheel, and gear wheels 
mounted upon short shafts in movable bear- 
ings on either side of said gear wheels of the 
engine arid driving shafts and means for ad- 
justing them into and out of engagement 
therewith, substantially as set forth. 

4. A vehicle motor consisting of an engine, 
a friction disk driven by said engine, a driv- 
ing shaft coQoected with the driving wheels 
of the vehicle, a friction disk connected with 
said driviag shaft, a Short shaft mounted in 
swinging bearings on each side of said fric- 
tion disks carrying a friction wheel on each 
end, the two wheelsupon corresponding ends 
of said shafts being adapted to engage upon 
either side of the respective disks and means 
for operating the same into and ont of en- 
gagement with said disks, substantially as set 
forth. 

5. In avehiclethecombinationof theframe- 
work and running gear, an engine supported 
on said framework, having a friction disk on 

its shaft, a driving shaft, a friction disk on 
said driving shafts and friction wheels mount- 
ed upon shafts hung in swinging and sliding 
bearings on either side of said friction disks, 
said bearings being connected to a means for 
adjusting them back and forth whereby the 
speed of the vehicle may be regulated, sub- 
stantially as set forth. 

6. Jnavehicletheeombinationof the frame 
.ind running gear, the engine supported by 



490 

said frame, the friction disk b* on the engine 
.shaft, the driving shaft of the vehicle, the 
friction disk D^ on said driving shaft, the 
friction wheels C mounted on the shafts C" 
.journaled in suitable bearings hung to swing 
and to slide on the rods c' on each side of said 
diskSjthegripping mechanism connected with 
an operating lever, aud a rod connected with 
said bearinijs and extendiug loanolher oper- 
ating lover for adjusting saifi bearings aud 
wheels longitudinally on said rods c', all sub- 
stantially as shown and described and for the 
purposes specified. 

7. In a vehicle I hecombinationof the frame- 
work and running gear, an engine supported 
by said framework, a driving shaft connected 
with the driving wheels of said vehicle and 
geared at one i»oint by intermediate gear to 
the engine for driving said vehicle in one di- 
rection, and at another point geared directly 
to said engine for driving the vehicle in the 
other direction, suitable shifting mechanism 
being provided for tlirowing said respeoti\^ 
gears into or out of ongagemenl when desired, 
substantially as set forth. 

3. In a vehicle the oombination of tbo frame- 
work and running gear, an engine supporled 
by said framework and geared to tho driving 
wheels of said vehicle, the spindles of the for- 
ward axlo being pivoted on vertical pivoU 
and connected by a rectangular frame hinged 
at its corners, the forward bar of \rhioh is con- 
nected by the bar a^ to the center of the axle, 
said bar a^ having the segment a^ the shaft 
A*^ having the worm gear engaging with said 
segment and tlie spur gear engaging with the 
spurgear wheel 0*^00 f heshaft A" foroperating 
it, substautially as described for the purposes 
specified. 

498,888. FREDERICK C. ROCK- 
WELL, Hartford, Conn. Bicycle. Filed 
May 23. 18^)2. Patented June 6, 18^).^ 
Serial No. 433. 462. (No model.) 

1. In a bicycle, in combination, a pair of 
wheels placed one behind the other, support- 
ing a frame, a pair of reservoirs supported 
by the frame below the plane of the axles out- 
side of the plane of the tandem wheels, and 
two motors connected with ihereservoirsand 
attached to the rear axle one on each side of 
the rear wheel, sultatantially as specified. 

2. Iti a bicycle, in combination, a pair of 
wheels placed one behind the other, support- 
ing a frame, a pair of reservoirs supported 
by the frame one upon each side of the rear 
wheel, a hand operated pump supported by 
the frame in line with the wheels connected 
by pipes passing through the frame with the 
reservoirs for forcing air thereinto, and mO' 
tors connected with the reservoirs and at- 
tached to the rear axle' on each side of the 
rear wheel, substantially as specilied. 

3. In a bicycle, in combination, a pair of 
wheels placed one behind the other, support- 
ing a frame, a pair of reservoirs supporled by 
the fraiue one on each side of the rear wheel 
below the plane of the axle, foot operated 
pumps mounted upon the reservoirs for forc- 
ing air thereinto and motors connected with 
the reservoirs and attached to the rear axle 
on each side of the rear wheel, substantially 
as specified. 

4. In a bicycle, in combination, a pair'oE 
wheels placed one behind the other, support- 
ing a tubular frame, a pair of reservoirs sup- 
ported by the frame one on each side pf the 
rear wheel below the plane of the axle, a pump 
connected with the reservoirs by pipes pass- 
ing through the tubular frame, a pipe that 
passes through the tubular frame from the 
reservoir to the handle bar, a throttle valve 
at the handle bar, a pipe that passes from the 
throttle to the motors, and motors attached 
to the rear axleoneachsideof the rear wheel, 
substantially as specified. 

5. In a bicycle, in combination, a pair of 
wheels supporting a frame, a pair of reservoirs 
supported by the frame upon each side of the 
rear wheel, a brake supported by the frame 
adjacent to the rim of one wheel and bearing 
a piston, and a connection for admitting air 
from the reservoirs to the piston to set the 
brake, substantially as specified. 

G. In a bicycle, in combination, a pair of 
wheels placed one behind the other support- 
ing a tubular frame, a pair of reservoirs sap- 
ported by the frame one upon each side of the 
rear wheel below the plane of the axle, a pump 
connected with the reservoirs for forcing air 
thereinto, motors connected with the reser- 
voirs by pipes passing through the tubuUr 
frame aud attached to tlie axle at each sid^ 
of the rear wheel, and a heating oven support- 
ed between the reservoirs provided with a 
source of heat through whicli the air pipes 
pass, between the reservoirs and the motors, 
substantially as specified. 

7. In a bicycle; in combination, a pair of 
wheels supportiug a frame, a pair of reservoirs 
supported by the frame upon each side of tho 
rear wheel, a pair of wheels depending from 



GAS. 

the reservoirs, a pump connected with the 
reservoirs for forcing air thereinto, and mo- 
tors connected with the reservoirs and at- 
tached to the axle of the rear wheel, substan- 
tially as .specified. 

8. In a bicycle, in combination, a pair of 
wheels supportinga frame, a pair of reservoirs 
supported by the frame upon ea<;h side of the 
rear wheel, a pump provided with a number 
of radially arranged pistons connected with 
the reservoirs for forcing air thereioto, and 
motoi-s connected with the reservoirs and at- 
tached to llie axle of the rear wheel, substan- 
tially as specified. 

9. In a bicycle,-in combination, a pair of 
wheels p ',ced one behind the other, support- 
inga frame, a pair of reservoirs supported by 
the frame one upon each sideof the rear wheel 
below the plane of the axle, a pump support- 
ed by the frame in line with the tandem 
wheels, pumps attached to the driving axle 
on each side of tlie rear wheel supported by 
and connected with the reservoirs, and motel's 
attached to the axle of the rear wheel, sub- 
stantially as specified. 

535,605. CLINTON A. TOWER, Cleve- 
land, Ohio. Vehicle-Motor. Filed Oct 
20, 1894. Patented Mar. 12, 1895. Serial 
No. S26.47S. fNo model.) 
The object of my invention is to provide a 
motor for driving bicycles and other wheeled 
vehicles, and its purpose is to simplify the 
construction and to afford cheap, economical 
and eflicient apparatus. 

I have shown my invention as applied to 
driving of a bicycle of ordinary construction, 
but I wish it to "be understood that the inven- 
tion is not limited thereto, and that with me- 
chanical modifications it may be applied to 
the driving of vehicles of other types. 

1. A driven vehicle wheel having a hub pro- 
vided with sleeve-portions and with a sur- 
rounding casing, a crank-shaft which passes 
through the sleeves, a cylinder or cylinders 
fixed to the casing and having pistons which 
extend within the same and are connected 
with the crank, disks surrounding the sleeves 
at opposite ends of the hub, and two sets of 
spokes connected respectively to said disks, 
and inclosing the cylinders between them; 
substantially as described. 

2. A driven vehicle wheel having two sets 
of spokes, and a motor cylinder or cylinders 
placed between the sets of spokes and con- 
nected with a stationary pin or crank. 

3. A driven vehicle-wheel having a hub pro- 
vided with a surrounding casing, a cylinder 
or cylinders fixed to the casing and having 
pistons wbicli extend within the same and 
are connected with a crank, and two sets of 
spokes situate respectively on opposite sides 
of the cylinder or cylinders and connected 
with the casing; substantially as described. 

542,319. WILLARD I. TWOMBLY. 

Portland, Me., as.signor of one-half to Ben- 
jamin S. Lovell, Boston, Mass. Motor for 
Vehicles. Filed Aug. 31, 1894. Pat- 
ented July 9, 18"S. Serial No. 521J93. 
(No model.) 

My iDvention relates to improvements^ la 
means of propulsion for vehicles, and more 
particularly for bicycles; Uut ifc is applicable 
to other road-macblnes, to vessels, and to sta- 
tionary engines. 

It consists in the application of ether or 
other volatile substance as a motive force in 
th« manner hereinafter described. 

It farther consists in the combination, with 
a vehicle, of an engine for propelling it, said 
engine being adapted to be driven by ether 
or other volatile substance. 

It farther consists in mechanism for auto- 
matically regulating tho supply of fuel for 
heating the boiler. 

It farther consists in certain details of con- 
struction, which will be hereinafter more fully 
described. 

The operation of my improved vehicle is as 
follows: The coil-pipe forming the boiler is 
Qlled with ether through a snpply-opening in 
the top thereof. The fuel-tank is filled with 
naphtha, gasoline, or other combustible and 
volatile material. The snpply-valve in the 
bottom of the fuel-tank is opened and the jet 
beneath the boiler is ignited. As soon as the 
ether becomes heated, as it does at a very low 
temperatuiejit becomes con verted into vapor, 
passes from the steam-chest to the engine, 
setting in operation the piston, and rotating 
the wheels of the vehicle. At the same time 
it sets in operation theair-pumpaod theforee- 
pump. The ether-vapor passes from the 
steam-chest through the exhaust to the coo- 
denser-coil at the front of the machine and 
is-there condensed by a spray of some vola- 
tile substance thrown upon it by the atom- 
izer, thence passes down through the hoUow 
frame on the lower right side to a point at or 
near -the bottom of the boiler, whenoe it is 



taken up into the force-pump and forced- 
again into the boiler. The air-pump contin- 
ually taking upairforces itin ablast ihrongh 
the orifice beneath the end of the spra>'ei, 
and thus forces a spray of some volatile sub- 
stance from the fuel-tank through the pipe 
upon the condenser-coils. This condenses 
the ether-vapor much more rapidly than it 
otherwise would. The hood or case surround- 
ing the boiler, steam ohest, and engioes tends 
to retain the heat and thus keep the engine 
and boiler hot. The temperature can be 
regulated antomatically by the gage before 
described, the plunger being connected with 
the valve which regulates the supply of fuel 
to the burner. The pressure on said plunger 
operates to close said valve, while the spring 
beneath the piston tends to force the plunger 
upward and open the valve. The operation 
of the engine and cut-off is substantially the 
same as in ordinary engines. 

1. A motor comprising a boiler, engine, tank 
adapted tocontain a combustible volatile fluid 
anid condenser, a pump mechanism operated 
by said engine and adapted to re-convey the 
motive fluid after condensation ioto the boiler, 
and an air nnmp operated by said engine and 
adapted to force a spray of the volatile fluid 
upon the condenser, substantially as and for 
the purposes set forth. 

2. In a vehicle, a motor comprising an en- 
gine, boiler and condenser, an exhaust pipe 
leading from the engine to the condenser, a 
fuel tank supported in said vehicle, a force- 
pump operated by said engine and adapted 
to re-convey the mot>ve fluid after condensa- 
tion to the boiler, a burner located beneath 
said boiler and receiving its fuel supply from 
said fuel tank, an atomizer consisting of a 
pipe leading from tho fuel tank and terminat- 
ing beneath the condenser, and an air pump 
adapted to force a spray of the f ael from the 
atomizer upon the condenser, snbstantially . 
as and for the purposes set forth. 

3. In a vehicle, a double frame made hollow, 
a boiler, engine and condenser mounted on 
said frame, an exhaust pipe leading from the 
engine into said frame and thence through 
said frame to the condenser, a cbnduit leading 
from said condenser to the boiler forward by 
the lower part of said hollow frame, and a 
force pump adapted to take np the motive 
fluid from said conduit and re-convey it to the 
boiler, substantially as and for the pnrposes 
set forth.' 

4. Ina vehicle, the combination with wheels 
aud a suitable frame, of an engine, boiler and 
Condenser mounted upon said frame, said 
frame being hollow and serving as a conduit 
from the exhaust to the condenser and from 
the condenser to the boiler, substantially as 
and for the purposes set forth. 

5. In a vehicle, the combination with wheels 
and a hollow double frame, arranged one on 
each side of said wheels, of a boiler, engine! 
and condenser mounted on said frame, the top 
of said hollow frame serving as a condait from 
the exhaust to the condenser, the bottom on 
one side serving as a condait from the con- 
denser to the boiler and on the other side serv- 
ing as a condnit for an air blast to feed air 
to the barner and to the atomizer, whereby a 
spray of volatile fluid is thrown npon the cour 
denser, substantially as-and for the purposes 
set forth. 

6. In a vehicle, the combination with an en- 
gine, boiler and condenser mounted ou said 
vehicle, a fuel tank moanted in said vehicle 
and formed continuoos with the condenser 
case, an atomizer leading from said fuel tank 
to a point beneath the condenser ooil, and 
means for automatically forcing a blast of air 
across the orifice of the atoolizer, and apon 
the condenser, substantially as aud for the 
purposes set forth. 

7. In a vehicle, the combination with a suit- 
able frame and wheels, of an engine, boiler 
and condenser mounted on said frame, a 
burner adapted to supply heat to said boiler 
and a continuous jacket snrrounding said 
Jjoiler and engine, substantially as and for the 
pnrposes set forth. 

543,094. NELSON S. HOPKINS, Wil- 
liamsville, N. Y Motor for Bicycles. 
Filed Dec. 12. 1894. Patented July 23, 
1N95. Serial No. 531.558. (No model.) 
1. In a motor for bicycles, the combination 
with a compression cylinder, of an explosion 
cylinder set at an acute angle to the compres- 
sion cylinder, both cylinders being provided 
with a piston and the two pistons being con- 
nected byconnectingrods with asiogle crank- 
pin, a pipe communicating with the two cyl- 
inders, a valve held in its normal position by 
a spring for allownrg the explosive material 
lo be drawn into the compression cylinder by 
■ the withdrawal of the compression cylinder 
piston a valve kept closed by a yielding spring 
force, for allowing the compression cylinder 
piston to force the explosive material into the 
communicating pipe without permitting it to 
return, a valve connprxr^H with the explosion 



c> Under having a metallic contact slip at the 
bottom, an insalated contact slip below ii, 
means connected with an eocentricand a trip 
mechanism foropeningsaidvalve against the 
force of a closing spring, and admitting the 
explosive material to the explosion chamber, 
thereby making and breaking an electric cir- 
unit and thus causing an explosion and oper- 
ating the motor sabstantially as described. 

2. In a bicycle motor, the combination with 
a motor secured to a bic3'cle frame, of a pin- 
ion rigidly attached to the driving shaft of 
said motor, a spur gear wheel movably at- 
tached to the hub of the driving bicycle wheel 
means for keeping it on said hub while per- 
mitting it to turn freely thereon, and means 
consisting of removable pins for rigidly se- 
curing it to the bicycle wheel or releasing it 
therefrom, whereby the bicycle may be driven 
by the pedals independent of the motor, or 
by the motor instead of the pedaLs substan- 
tially as described. 

3. In a bicycle motor, the combination with 
a pinion rigidly attached to the driving shaft 
of said motor, of a removable hub-sleeve 
adapted to be secured on the hub of the driv- 
ing bicycle wheel, a spur gear wheel mounted 
on the hub-sleeve so as to tarn easily thereon 
while its teeth are in engagement with the 
teeth of said pinion without moving the bi- 
cycle wheel, and means for rigidly secnring 
.lie spur wheel to the bicycle wheel or releas- 
ing it therefrom, substantially as described. 

4- In a motor for bicycles, a motor frame 
consisting of the compression and explosive 
cylinders 14 and 15 connected at an augle to 
eaen other, the clamping portions 1- and 13* 
connecting brace IG, and the portion 9f5, car- 
rying a part of the box in which the main 
shaft is mounted, all formed in one integral 
piece, substantially as described. 

5. In a motor for bicycles, the combination 
with a compression cylinder, of an explosion 
cylinder set at an acute angle to the compres- 
sion cylinder, both cylinders being provided 
with a piston and the two pistons being con- 
nected by connecting rods with a single crank 
pin, a pipe communicating with the two cyl- 
inders, a valve-held in its normal position by 
a spring for allowing the explosive material 
to be drawn into the compression oylioddr by 
the withdrawal of the compression cylinder 
piston, a valve kept closed by a yielding spring 
force, for allowing the compression cylinder 
piston to force the explosivematerial into the 
communicating pipe without permitting it to 
return, a valve counected with the explosion 
cylinder, means connected with an eccentric 
and a trip mechanism for opening said valve 
against the force of a closing spring, and ad- 
rnitting the explosive material to the explo- 
sion chamber, means for igniting the explo- 
sive material and thereby causing an explo- 
sion-and operating the motor, substantially 
as described. 

6. In a motor for bicycles, a trip mechan- 
ism consisting of a vertical valve bar adapted 
to move in a slideway at thonpper endof the 
Ci'linder and having a side depression and an 
overhanging arm connected with the valve 
stem, a spring for holding said bar upward 
and the valve to its seat with a yielding force, 
a vertical pawl bar also mounted in a verti- 
cal slideway and having its lower end con- 
nected by a connecting" rod with an eccentric 
for operating it, and a trip pawl centrally piv- 
oted at the top of the pawl bar having one 
end iu said side depressio.n and the opposite 
end resting against a stationary. bar for trip- 
ping the pawl, whereby, as the bar is drawn 
downward by the eccentric, the valve bar is 
also moved downward and opens the valve, 
and when the pawl bar reaches its releasing 
point the trip releases the valve bar and the 
spring reverses the motion of said bar and 
closes the valve, substantially as described, 

7. Ina motor for bicycles, the combination 
with the compression tylinder, its piston, and 
parts for operating it, of an inlet vaporizing 
pipe having an open end in which the air en- 
ters, an opekiing in the upper aide of said pipe 
through which the gasoline passes to a suit- 
able absorbing material located below said 
opening within the pipe, and means substan- 
tially as above described for conducting a 
supply of gasoline to said pipe or shutting it 
off, substantially as above set' forth. 

8. In a motor for bicycles, a curved inlet 
pipe for receiving air and gasoline connected 
with the compression cylinder and having its 
inlet end open and slightly inclined upward 
above the opening in the upper side through 
whioh the gasolme is admitted, and beyond 

said opening, an upwardly inclined portion 
which connects with the compression cylin- 
der and means for conducting and admitting 
gasoline to said pipe, in combination with 
compression cylinder and its piston and op- 
erative connections for drawing air and va- 
porized gasoline throagh said pipe into the 
cylinder, substantially as described, 

9. In a motor for bicycles, a trip mechan- 



GAS 

ism coQsistingof a vertical valve bar mounted 
in a slideway so as to be easily moved and 
having a connection with the valve so that 
when it is moved the other moves, and a de- 
pression in the side of the valve bar, in com- 
bination with a substantially vertical trip bar 
also mounted in a slideway and a connecting 
vertical trip bar^also mounted in a slideway 
and a connecting rod connecting it with an 
eccentric for giving it a substantially vertical 
reciprocating movement, a trip pawl pivoted 
near the top of the trip bar having one end 
in the side depression of the valve bar, and 
the other end projecting over a stationary 
support, for opening or operating the valve in 
one direction, a spring for closing the valve 
after being released by the trip pawl, and a 
spring for keeping the pawl in its normal po- 
sition, substantially as described. 

547.511. ALOIS WOLFMULLER, Mu- 
nich, Germany. Velocipede. Filed Oct. 
30, 1894. Patented Oct. 8, 1895. Serial 
No. S27.499. ("No model.) 
The present invention relates to bicycles of 
that class which are driven by motors. 

The object of the invention is to produce a 
bicycle of simple construction and economi- 
cal to manufacture, one that will not easily 
get out of order nor be easily injured, pne in 
which there is no danger from the motor, and 
to produce a simple form of motor cheaply 
operated and easily regulated, 

1. A bicycle comprising the front and rear 
wheels, the mainframe, formed of two pair of 
side frames each frame being made up of up- 
per and lower bars, the motor carried between 
the four bars of said main frame and the con- 
nections from the motor to the rear wheels, 
substantially as described. 

2. In combination with a bicycle a fluid mo- 
tor carried thereby with driving connections 
to the drivingwheel.tbewater jacket for said 
motor, the reservoir inclosing the upper por- 
tion of the driving wheel, and pipe connec- 
tions from the reservoir to the jacket, substan- 
tially as described. 

3. In combination with a bicycle having a 
two part tubular frame, a fluid motor carried 
by said framehavingconnections to the driv- 
ing wh'eel, a water jacket for said motor, a 
reservoir encircling the upper portion of the 
driving wheel, said reservoir having its in- 
terior connected with the jacket through the 
tubular frame, substantially as described. 

4. In combination with a bicycle a twin mo- 
tor carried thereby, having driving connec- 
tions with the driving wheel, and a single rod 
operated by the rear wheel and serving to op- 
erate the outlet and ignition valves, substan- 
tially as described. 

5. Id a motor bicycle, the combination with 
the twin motor of the single' rdd operated by 
the driving wheel the arm lever t having for- 
ward and backward and also sidewise move- 
ment, the movable cross piece bearing upon 
the same, the springs S, the right and left le- 
vers W operated alternately by said parts, the 
lighting valves, and the flexible connection 2 
thereto, substantially as described. 

6. In a motorbicycle, the combination with 
the motor of means for regulating the inlet of 
the gas mixture into the motor comprising a 
screw 5" arranged upon the handle bar, the 
drawing chain connected thereto, the lever e° 
for keeping the same in place, having a nut 
actuated by pressure thereon, and the gradu- 
ated device e" 5* whereby the gas mixture 
valve can be pat in the desired position, sub- 
stantially as described. 

7. In a motor bicycle the combination with 
the motor having connections to the driving 
wheel, of a back motion device consisting of 
an adjnstable spiral spring x secured to the 
driving rods for drawing upon them during 
the backward movement of the piston, sub- 
alantially as described. 

8. In a motor bicycle the combination of the 
motor, the igniting lamp, the air conduit lead- 
ing thereto, the smoke conduit leading there- 
from and the inlet and outlet chamber M hav- 
ing a compartment for the inlet and an out- 
let said compartments being connected with 
the inlet and outlet pipes substantially as de- 
scribed. 

9. Inamotorbicycle,thecombination&f the 
motor, the igniting lamp, theairconduitlead- 
ing thereto and the smoke conduit leading 
therefrom, both of said conduits being formed 
through the frame Of the machine substan- 
tially as described. 

549,160. GEORGE B. SELDEN, Roch- 
ester. N. Y. Road Engine. Filed May 
8. 1879-. "Patented Nov. 5. 1895. 
The object of my invention is the produc- 
tion of a safe, simple, and cheap road-locomo- 
tive light in weight, easy to control, and 
possessed of sufficient power to ovei-come any 
ordinary inclination. 

The difficulties heretofore encountered in 
the application of steam to common roads 
are the great weight of the boiler, engine, - 



49/ 



water, and w<^te^-tHnks. the coniplipated .ip- 
paratna necessary to adapt the mnehine to 
the roughness of the roads which it must 
traverse, the necessit}- of the attendajice of a 
skilled engineertopreventaccidents.aiid the 
unsightly appearance of the locomotives built 
on this plan. I have succeeded in overcom- 
ing these difficulties by the construction of a 
road-locoraoti\'e propelled by a liquid-hydro- 
carbon engine of the compression typo, of a 
design which permitsitto be operated in con- 
nection with the running-gear, so that the 
full carrying capacity of the body of the ve- 
hicle can be utilized for the transport of per- 
sons or goods, and which, by dispensing with- 
skilled attendance and with steam-boilers, 
water, water-tanks, coal, and coal-bunkers, 
very largely reduces the weight of the ma- 
chine in proportion to the power produced 
and enables me, while employing the most 
condensed .form of fuel, to produce a power 
road-wagon which differs but JitMe in ap- 
pearance from and is not materially heavier 
than the carriages in common use, is capable 
of being managed by pemons of ordinary 
.skill at it minimum of trouble and expense, 
and which possesses s\iificient powi-rto ovei-- 
como any usual incliuation. 

In Fig. 1 I have represented a brake-shoe 
attached to the rear axle and arranged to be 
di-opped into jiosition between the wheel and 
the gi-ouud. It is operated by means of a 
chain of the proper length, attached to t lie 
body of the cnniage and provideti with a 
hand-wheel, spring-pawl, and ratchet. 

As it would be decidedly inconvenient to 
))e under the necessity of extinguishing the 
flame in my i]npix)ved traction-engine when- 
ever it Wits requii-ed to make a shortstop, 
Iho dutch Y (or the dutches j/) is inter- 
posed between the engine and the driving- 
wheels, so as to admit of the running of the 
engine wJiile the carriage remains stationary. 

1. Thecombinationwitharoad-locoiiiolivc, 
provided withsuitablernnninggeurinchiding 
apropelUng wheeland steering niecliaiiisn»,()f 
a liquid hydrocarbon gas-eiigaio of the com- 
pression type, comprising one or more jiowcr 
cylindei-s, a suitable liquid-fuel receptade, a 
power shaft connected with and arnuigt.'d U> 
run faster than the propelling wlieel, an inter- 
mediate dutch or disconnecting device and a 
suitable carriage body adapted to the convey- 
ance of pei-sioub or goods, substantially as de- 
scribed. 

2. Thocombiiifttiouwitharoad-locomotiv-e, 
provided with suitable runninggear including 
apropelling wheel andsteeringmechani.sui, of 
a liquid hydrocarlK>n gas-engine of the com- 
pression type, comprising one or moio power 
cylindei-s, a suitable iiquid-fuel receptacle, a 
power shaft conneded with and arranged to 
run faster than the p-opelling wheel, an inter- 
mediate dutch or disconnecting device, and a 
suitable carriage body located above the en- 
gine, substantially as de.scribed. 

3. The combination witharoa4-loeoniotive 
provided withsultableruinunggearincluding 
a propell ing wheel and steering mechan Lsm , of 
a liquid hydrocarbon giis-engine of the tfoin- 
pression type comprising one or more power 
cylinders, a suitable liquid-fuel receptacle, a 
power shaft connected with and arranged to 
run faster than the propelling w heel, an inter- 
mediate clutch or disconnecting device, a 
suitable carriage body located aliove tlic en- 
gine and a flexible or jointed connection be- 
tween the engine and the Iwily, substajitially 
as described. 

4-. TheeombinntlonwitJiHi'oad-loc'OMiotive, 
provided withsuitablesteeringmechanism, of 
a hydrocarbon engine applied to the driving 
axle and having flexible valve or clutdi 001^ 
iiodions located within the Kteering ini-dian- 
ism, Kubsfantiully as describe)!. 

r>. The combination with it road-lot-oiiiotive 
provided with a propelling wheel, of a liquid 
hydrocarbon gas-ongino of the t-om press ion 
t>-pe, coiiijji-ising two or morti woi-king cvlin- 
dersaud pi.slons nrraimed to act in succession 
during the rotation of the power shaft, a suit- 
able hqoid-fuel receptacle, suitable devices 
for transmitting motion from the power shaft 
to the driving axle, aiid a clutch or discon- 
necting device, substantially as described. 

6. The combination with a road-locomotive, 
provided with a propelling wheel, of a liquid 
hydrocarbon gas-engine of the compression 
typ^^ comprising one or more unjacketed 
working cylinders communicating with a 
closed crank chamber, adapted to hold a cool- 
ing liquid, and a power-shaft geared to run ^ 
fasterthanthepropelling wheel, substantially -' 
as described. 



/ 



552,312. SUMTER B. BATTEY, New 
York, N. Y. Motor for Bicycles. Filed 
Apr. 19, 181J5. Patented Dec. 31, 1895. 
Serial No 546,380. f N(» model.) 
My invention relates to improvements in 
bicycles or other vehicles, and has for its 
object to produce an efficient and inexpen 



492 

sive attachment adapted to supply motive ' 
power to vehicles, -whereby they may he pro- 
pelled without undue exertion on the part of 
the operator or rider thereof. 

1. A rotary motor for bicycles cr other ve- 
hicles, comprising areToluUecylinilerhaving 
pockets or recesses therein, a telescopic ex- 
haust pipe leading therefrom to a ^'aporizer, a 
housing surrounding the said cylinder, an es- 
plpsion chamber communicating with the said 
hotising, a supply cylinder communicating 
with the explosion chamber, a vaporizer hav- 
ing an inlet pipo to the supply cylinder and a 
storage tjint or reservoir adapted to contain 
gasoline or other vaporizable matei-ial, pro- 
vided with a supply pipe communicating with 
the ■vaporizer; in combination with a pinion 
attached to the axle of a bicycle or other ve- 
hicle and a pinion of smaller diameter gear- 
ing therowithj adapted to supply oscillatory 
motion to a piston moving within the supply 
cylinder; and a circuit-making device adapt- 
ed to automatically produce a spark within 
the explosion chamber, whereby the revolu- 
ble cylinder is given continuous rotary mo- 
tion, substantially as shown and described. 

2. In a bicycle or other \ chicle, the combi- 
nation of a revoluble cylinder adapted to sup- 
ply rotary motion to a wheel or wheels there- 
of, a housing or casing surrounding the said 
cylinder, a telescopic exhaust pijie leading 
therefrom into a vaporizer, and an explosion 
.chamber conununicating witli said housing, 
a supply cybnder provided witli an oscillating 

. piston adapted to force vatior into the exjilo- 

sion chamber, a vaporizer interposed between 
the supply cylinder and a storage tank adapts 
edto containgasoline or other like substance, 
and feed the same through the vaporizer, and 
thence to the supply cylinder, combined with 
a pinion attached to the axle of the bicycle or 
other vehicle, which said pinion gears with a 
pinion of smaller diameter, to which are at- 
tached a crank arm and connecting rod adapt- 
ed to impart oscillatory motion to the piston 
contained within the supply cylinder, where- 
by vapor is forced through a communicating 
pipe supplied with valves into the explosion 
chamber and exploded by means of an elec- 
tric spark automatically produced by a cir- 
cuit making device electrically connected to 
a suitable battery, substantially as shown and 
described. 

561,886. ARTHUR A. HAMER- 
SCHLAG, New York, N. Y, Igniting 
Device for Gas or Petroleum Engines. 

Filed Feb. 17, 1896. Patented June 9. 

1896. Serial No. 579,503. fNo model.l 

The object of my invention is to provide a 
simple and effective means for supplying elec- 
tric impulses of equal intensity to two or 
more igniting devices simultaneously from a 
single source or generator, in order to accom- 
plish the simultaneous explosion in two or 
more cylinders of a gas or petroleum engine 
or similar device. I can accomplish this ob- 
ject by passing a current through the divided 
sections of a sparking-coil, the igniting de- 
vices being in circuit with the divided sec- 
tions of said coil, or I may obtain the im- 
pulses from divided sections of the secondary 
coil of an ordinaiy induction-coil, or I can 
obtain the desired result by connecting the 
electric igniting devices in the secondary cir- 
cuit to a common I'eturn connected to the 
primaiy coil. 

Though I have shown my improvements ap- 
plied to but two forms of engines, it will be 
clear that the application of the invention is 
much broader than this, as I am enabled tc 
satisfactorily supply electrical impulses pi 
equal strength from the same source to two 
or more sparking devices simultaneously, 
whether the sparking devices are in the cyl- 
inders of the same engine or of diiterent cn- 
inders of the same engine or of different en- 
gines, or whether the engine has one or a 
dozen cylinders, without any outside mechan- 
ical contrivance which would cause a spark 
at the proper time, using as I do the lateral 
motion of the niston-heads. 

1. The combination of an explosive-engine 
having two or more ex-plosion-ehambei's and 
electrical igniting devices located therein, an 
electric battery or other generator, and an 
electric circni't energized by said battery and 
including the igniting devicet and having a 
separate branch for e.-ich igni ingdeviceand 
a coinmon return for all, subs antially asset 
forth. 

2. The conibination,of'an explosive-engine 
having two or more cxplosion-cliambers and 
electrical igniting devices located therein, an 
electric battery or other generator, an elec- 
tric circuit energized by said battery and in- 
cluding the igniting devices, having a sepa- 
rate branch for each and a common return 
for all, and a sparking-coil included in said 
circuit and having its coil divided and a sec- 
lion included in each branch circuit, sub- 
stantiallv IS «<^t forth. 



GAS. 

3. Thecombinationof twoormoresparking 
devices with a battei-y or otherelectricgenei-a- 
tor, and a divided coil energized by said bat- 
tery and haviflg branches including all the 
sparking devices and a common return for all, 
substantially as set forth 

4. The combination of two or more sparking 
devices or igniters,with a divided induction- 
coil including said devices in the secondary 
oitouit, and a battery or other electric gener- 
ator in the primary circuit, substantially as 
set forth. 

5". The combination of two or more sparking 
devices or igniters, a condenser, a divided in- 
duction-coil including said ignitei-s and con- 
denser in its secondary circuits, and abattery 
or generator included in the primary circuit, 
substantially as set forth. 

6. The combination of two or moresparking 
devices or igniters, a sparking-coil having its 
secondary coil divided to include the separate 
igniters in separate sections, and a battery or 
generator included in the primary circuit, as 
set forth. 

7. The combination of two sparking devices 
or igniters, an induction-coil having its sec- 
ondary coil divided and including the spark- 
ing devices in different sections of it having 
a common return, a battery included in the 
primary circuit, and avibrator also included 
"n the primary circuit, substantially as set 
forth. 

8. The combination of two explosive-en- 
gine cylinders, the pistons working therein, 
the sparking devices carried on the cylinders 
and pistons, an induction-coil having its sec- 
ondary coil divided in sections which are 
grounded and include the sparking devices, 
and a battery or electric generator included 
in the primary circuit of the sparking-coil, 
isnbstantially as set forth. 

9. The combination ot an explosive-engine, 
an electric igniting device for said engine, a 
dynamo run by the engine, a battery adapted 
to be included in the dynamo-circuit, and a 
divided sparking-coil also included in said cir- 
cuit and including an igniting device in each 
one of its circuit-divisions, substantially as 
set forth. 

10. The combination of an explosive-en- 
gine, an Igniting device comprising two spark- 
ing-pointe mounted on the cylinder and pis- 
ton respectively, a dynamo driven by the en- 
gine, a divided Induction-coil having its pri- 
mary circuit included in the dynamo-eircuit 
and its divided secondary coil including the 
sparking-points of the igniting device, and a 
battery adapted to be included in the dy- 
namo-circuit, substantially as set forth. 

564,155. FELIX T. MILLET, Persan, 
France. Velocipede. Filed Mar. 25, 
1895. Patented July 14, 1896. Serial No. 
543,077. (No model.) Patented in 
France Dec. 22, 1888, No. 194,953, and 
Feb. 22, 1894, No. 236,489; in Belgium 
Mar. 18, 1889, No, 85,423; and in Eng- 
land Mar. 26, 1889, No. 5,199. 
' This invention relates to v.irious improve- - 
ments in the construction of velocipedes; and 
it consists in particular in the arrangement 
of the driving-wheel, which c;;rries its motor 
therein, and in other details of construction 
hereinafter described. The motor,, which is 
combined with one of the wheels, by prefer- 
ence the rear wheel, ot the cycle to be driven, 
is constructed with a series ot cylinders, which 
are by preference of an odd number and are 
arranged radially and secured at their inner 
ends round a central hollow box, which forms 
the nave of the wheel, and at their outer ends 
to the felly ot the wheel. The pistons of the 
cylinders are connected by rods to a bent 
spindle or crank-.shaft, which is always keyed 
to the frame of the vehicle when the motor 
is in operation. Thus under ordinary condi- 
tions the shaft is fixed and the cylindera, as 
well as their pistons, turn on the latter and 
f ngage the felly or rim of the wheel. The 
crank of the bent shaft, as well as the piston- 
iTids, are housed in the central box, which 
forms the nave of thewheel. Among the ad- 
vantages presented by this arrangement may 
be mentioned the automatic cooling of the 
cylinders by reason of their rapid motion 
through the air, and also reducing or dimin- 
ishing the motor by dispensing with the trans- 
missioi-gear between the wheel and the said 
motor, the two latter forming a single rigid 
part, and since all the operating mechanism 
(the crank, rods, and pistons) are placed in 
the closed portion formed by the nave of the 
wheel and the cylinders the said mechanism 
is very efficiently protected from the dust and 
the parts which form it are automatically lu- 
bricated. An explosion-engine is preferably 
emploved, operated by petroleum or other ex- 
plosive fluid. Each of the cylinders conati- 
lutiDg the said motor is single-acting and 
working on the four-cycle principle, that is 
to say, in stages ot suction, compression, ex- 
plosion, and exhaustion. The complete cycle 
ot work of each cylinder takes olace dnrina- 



two turns of the wheel, and in order that the' 
phases may follow in regular succession in the 
different cylinders it is preferred that their 
number be uneven. Take, for example, five 
cylinders and snppose them to be numbered 
1*2 :i 4 5. The explosions will followin regular 
succession in every second cylinder in the 
order 13 5 2 4 and constitute the useful pliases 
when working on the four-cycle principle and 
are the sole means for producing the motive 
power. In like manner the other phases can 
also succeed each other, respectively, in the 
same oi,"der. To effect this, the supply and 
exhaust valves of each cylinder are operated^ 
respectively, by a double-faced or two-way 
cam, which only opens the corresponding 
valve for supply or exhaust Of each cylinder 
once for every two revolutions of the motor. 

All3^othe^ number of cylinders than five 
may be employed. For instance, three may 
be used, but in this case difSculties would oc- 
cur for overcoming the dead-point at starting. 
In the case where seven cylinders are em- 
ploj'cd the dead-point would be more readily 
passed than with five cylinders; but aslight- 
ness is desii'able in this class of vehicle I pre. 
fer to adopt five cylinders. 

The combustion of the explosive mixture 
in the cylinders can be obtained in any suit- 
able manner, for instance, by meansof abat- 
tery combined with an induction-coil or by 
accumulators, or by a dynamo operated by 
the motor-wheel itself, or by a flame, .or by 
an incandescent tube. 

My invention also relaties to the grouping 
together of the_parts adjoining the, motor, 
for instance, the carbureter, the engaging, 
and disconnecting mechanism for the motor, 
the battery, the pedals, the endless chain, 
the brakes, &c., in that part oooupied in 
ordinary cycles by the chain and the two 
toothed wheels, and in the arrangement of 
the hydrocarbon-reservoir in the form of a 
mud-guard for one of the wheels, so as to' 
occupy the smallest space possible and fa- 
cilitate the operation of the various parts. 

The method of connecting the pedal-axle 
to the nave of the motor-wheel also forms part 
of this invention. The connection adopted 
permits the motor-wheel when desirable to 
be driven by the pedals and endless chain, as 
has been customary hitherto, but the con- 
nections are so arranged that the pedal-axle 
is not driven by the motor-wheel when the 
motor itself is in use. 

1. A velocipede having a frame provided 
with a crank-shaft, in combination with a 
wheel provided with a hollow nave, and radi- 
ating fixed oylindere fixed to the said naye 
and pistons connected to tlie crank-shaft, 
substantially as set forth. 

2. In a velocipede, the combination of a 
frame and crank-shaft, with a wheel provided 
with one or moremotor-cylinders and pistonS, 
the piston-rods being connected to the said 
crank-shaft, and means for locking the crank- 
shaft to tJie frame when the niotoris in oper- 
ation, substantially as set forth. 

3. In a velocipede, the combination of a 
frame and crank-shaft, with 6 wheel provided 
with motor-cylinders and pistons, the piston- 
rods being connected to the said emnk-shaft, 
pedal mechanism, means for locking the 
crank-shaft to the frame of the velocipede 
when the motor is in operation, and means 
for unlocking the same when the velocipede 
is to be actuated by the pedal mechanism, 
substantially as set forth. 

4. In a velocipede, che combination of a 
frame and crank-shaft, with a wheel provided 
with motor-cylinders and pistons, the piston- 
rods being connected to the said crank-shaft, 
pedal mechanism and means for automatic- 
ally locking the pedal mechanism to the mo- 
tor-wheel when the said pedal me'chanism is 
moving faster than the motor and unlocking 
the same when the motor moves faster than 
the pedal mechanism, substantially as "set 
forth. 

5. In a velocipede,- the combination of a- 
frame and erahk-shatt,with a wheel provided 
with a hollow nave and a series of cylinders 
radiating therefrom, with pistons, the rods 
of which are jointed to the crank-shaft, and 
means for locking the said shaft to the frame 
of the machine, and unlocking the same, sub- 
stantially as and for the purposes set forth. 

C. In a velocipede, the combination of a 
frame and crank-shaft, a wheel provided with 
motor-cylinder and pistons,'lhe piston-rods 
being jointed to the said crank-shaft, and 
means for locking the shaft to the fi-ame of 
the machine with pedal mechanism and a 
ijrake, and means actuated by the backward 
motion of the pedals to unlock the shaft and 
apply the brake, all substantially as set forth. 

7. In velocipedes, the combination of a 
wheel provided with a hollow nave, cylinders 
fixed radially tO the said nave, admission and 
exhaust valves on the outside of each cylin- 
der, the admission - valves communicating 
with the nave by means of exterior pipes and 
'hambers formed in the nave and opening 
herein, the exhaust-valves in like manner 



coroiuunicAting by outside tubes witli chAtn 
b&rs formed in the nave but leading outside 
to a fixed gas-collector, the said valves being 
provided respectively ■srith rods and sliding 
bloclfs and two-way cams in whicli tlie said 
sliding blocks work, substantiaily as de- 
scribed. 

8. In \'olociptdes, the combination of a 
wheel provided with a BoUow nave, cylinders 
fixed radially to the said nave, admission iuid 
exhaust valves on the ontside of each cylin- 
der, theadinission-vnlvecommimicatini; with 
thenHveby niertns of exteviorpipes and cham- 
bers formed iu Ihc nave and opening therein, 
the exhaust-valves in like manner eommuni- 
eatingbj'outsidetubeswith chambers formed 
in the nave but leading outside to a fixed gas- 
collector, the said valves being pvo\ ided .re- 
spectively with rods and sliding blocks, 
springs for keeping the said valves against 
their seats the said springs being mounted on 
hollow plugs having spoon-shaped collecting 
parts for effecting the cooling of the springs 
and two-way cams in which the said sliding 
blocks work, substantially as described. 

9. In velocipedes, the combination of a 
wheel provided with a nave, cylinders fixed 
radially to the said nave, supply and exhanst 
valves having rods jointed to sliding blocks, 
with two-way cams in which the sliding blocks 
work, the cam corresponding to the supply- 
valve being provided with a sector and means 
for moving the sector round the axis of the 
said cam so as to increase when desired the 
length of the projecting piece of the said cam, 
substantially a^s set forth. 

10. In velocipedes, the combination of a 
wheel provided with a nave, cylinders fixed 
radially to the said nave and pistons for the 
cylinders, "svlth a crank-shaft capable of being 
keyed to the frame when desired, one part of 
the said crank-shaft being hollow for the pas- 
sage of the explosive mixture, and the cen- 
tral bent part of the said crank-shaft being 
provided with a sleeve made fast with one of 
the piston-rods, the other piston-rods being 
jointed to the said sleeve, substantiallj- as 
described. 

11. In velocipedes,with a self-driven wheel, 
the combination of the nave, the cylinders, 
and the crank-shaft with a reservoir for sup- 
plying a regulated flow of petroleum, the said 
reservoir being provided with a tube opening 
into the nave, and a reservoir for allowiiig a 
regulated flow of oil, the said reservoirbeing 
provided with a tube opening into a box op- 
posite the hollow x>art of the Crank-shaft, for 
increasing when desired the carburization of 
the explosive mixture andr/efliciently lubri- 
cating the internal parts of the motor, sub- 
stantially as described. 

12. In velocipedes with a self-driven wheel, 
the combination of the nave F, the cylinders 
E, and the disk H'^ of insulating' material, 
mounted on an extension of the nave the said 
disk being provided with metal segments to 
which are connected conductors leading to 
the bottom of each cylinder and terminating 
in the interior of the same in an insulated 
metallic part, witha fixed flexible contact IP 
placed opposite the segments'of the disk JI", 
the said flexible contact being electrically 
connected to one of the terminals of any elec- 
tric transformer or induction-coil YI, the 
other terminal being connected to the frame 
of the machine, substantially as set forth. 

13. In a velocipede, the combination of a 
wheel provided with motor-cylinders actuated 
by explosive material and provided with elec- 
tric igniting devices, with a reversing elec- 
tric battery for the electric igniting device, 
substantially as set forth. 

14. In a velocipede, the combination of a 
wheel provided with motor-cylinders actuated 
by explosive material and provided with elec- 
tric igniting devices, with a reversing electric 
battery for the electric igniting device, the 
said battery oomprisinga cylindrical air-tight 
vessel, inclosing an inner cylindrical porous 
vessel, bent into folds in its upper part, and 
inclosing carbons between the said folds, the 
zinc being in the upper part of the space 
Cormed between the two vessels by a perfo- 
rated partN'andtho exciting liquid occupy- 
ing when at rest, the lower portion of the 
said spaec».the said battery being movable 
round thoaxisof the exterior cylindrical ves- 
sel with' the object of bringing the zinc in 
contact with the exciting liquid by a half-ro- 
tation of the battery, all substantially as de- 
scribed. 

15. In velocipedes having a self-driven 
wheel, the combination of the cylinders K. 
exhaust-valves e^, tubes e^oxteri6r to the cyl- 
inders, clearing-chambers e* in Ihe nave, a 
coUectoi- formed by a half-ring with vanes 
open opposite the orifices of the chambers e* 
the said ring having an extension-tubo G' and 
a spiral G^ G'^into which the tube G' opens, 
with a carbureter having a spiral il ' il' par- 
allel with the sniral G', G', all substantially 
asset forth. 

IG. In a velocipede, tiio combination of a 
-wheelprovldcd with motor-cylinders actuated- 



GAS 



by explosive material with fi carbureter com- 
pii.'iing an external box J, an inner carburiza- 
• tion-chambcrJ, aboxK, a chambei M' open 
ing to the atmosphere and communicating on 
the one hand with the box J and on the other 
)iand with the box K., conduit. U' connecting 
the box K with the motoi'-wheol and a double- 
cone va\vfi K\ all substantiiilly as and for 
tlie purpose set fortli. 

17. In a veUicipcdo, the combination of a 
wheel provided with motor-cylinders actuated 
by explosive material, a reservoir for the ex- 
pensive material, the !^iud reservoir forming 
th** miid-yuaid, and passages leading from 
tlic said resei'voir tutlio motor-cylindei-s, s\ib- 
stantiylly a.s-set forth. 

18. In a velocipede, the combination of a 
wher.-l [)rovIded with motorcylindersaetuated 
by explosive piaLcrial, and a hyd'ocarbon- 
rcservoir forming Ihe mud-gnard, with a car- 
bureter, a pipe connection leading from the 
base of the reservoir to the lower part of the 
carbureter, a pipe connection from the upper 
part of the reservoir to the upper part of the 
carbureter, and means for keeping a constant 
level of the hydrocarbon in the carbureter, 
ail substantially as and for the purpo.ses net 
forth. 

19. lu a velocipede, the comijination of the 
frame and a crank-shaft, a wheel provided 
with motor-cylinders and pistonsj the piston- 
rods being connected tothesaidcrank-slmft, 
with means for locking and nnlocking tho 
shaft to the frame, the said moans compri? 
ing tlie double latch O" fast on the shaft the 
sliding pieces O^ for engaginig the wiid latch, 
the double cam O* and sector O' in one tlicre- 
with and rack Q^ adapted to'bo moved;, back 
and forth, aU substantially aa and for tho 
purposes set forth. 

20. In a velocipede, the combination, of the 
frame and a crank-sliaft, with a wheel pro- 
vided witli motor-uylindci"S and pistons, tho 
piston-rods being connected to the said crank- 
shaft, with pedal mechanism, a brako-strap, 
mechanism for locking and xinldcking the 
crank-shaft to the frame, and means for ac- 
tuating the brake and unlocking the crank- 
shaft, the said. means comprising a sector Q 
bored for the fj'eo passage of the pedal-nxlc 
and provided with a notch, the said sector 
Iwing capable of moving round the axis of 
oscillation and provided with an arm (J-, an 
engaging-rod Q^^, connected to the arm, tho 
said rod being provided with a spring, a free 
cylindrical part 0* provided with a tailpiece 
entering tho notch of tho sector (J,'a toothed 
wheel (^ keyed on the pedal-axle a,nd consti- 
tuting an open box for receiving the cylin- 
drical part 0\ and wedges 0\ O", friction- 
rollei-s <)' between the wedges, and. a l)and 
K' having at its forward end a bent nose R^ 
bearing on the sector <}, substantially as sot 
forth. 

21. In velocipedes, opei-ated at -will, by a 
motor or by pedal, tho combinalion of thn 
nave of the driving-wheel, a cylindrical part 

koyod on tho said wheel, a toothed wheel loose 
on the nave and forming a box for contain- 
ing the said cylindrical part, and two sets of 
wedges on rings between wliich are friction- 
rollcra, with a toothed wheel keyed on the 
podal-nxlc, and an 07idlG.ss chain connecting 
the latter to the toothed wheel loose on tho 
nave of the driving-wheel, "whereby the driv- 
ing-wheel is propelled by the movenient of 
the pe<lal-axlo without the pedal being pro- 
pelled bj^the movement of the drivlng-whool, 
substantially as described, 

22. A velocipede having a frame provided 
Avith a crank-shaft, in combination witli a 
wheel provided with 'a hollow nave, and an 
uneven number of radiating cjOindei's fixed 
to tho said navel and pistons connected to 
the crank-shaft, substantially as set forth. 

L'3. In a vclooipede, the combination of a 
frame and a crank-shaft, with a wheel pro- 
vided with motor-cylinders and pistons, the 
piston-rods being connected to the crank- 
shaft, with gearing on the crank-shaft and on 
the frame of tho wheel and a sliding frame 
carrying dilTerential geai-s to mesh with and 
connect the craiik-shaft to the frame of the 
wheel whereby change in speed of the wheel 
is obtained, substantially as set forth. 

568,431. CHARLES DELAHUNT, 01a- 
the, Kans. Motor Propelled Vehicle. 
Filed Mar. 16, 1896. Patented Sept. 29, 
1896. Serial No. 583,333. (No model.) 
The objects of my invention are, first, to 
provide for the end bearings of separate ve- 
hicle and motor supporting platforms, era- 
ployed conjointly; second, to exclude dust, 
chaff, ttc, from the motor; third, to revei'se 
the niovoinent of the traction-wheels and 
change the direction of movement of the ve- 
jiicle, and, fourth, to throw in and out of 
gear the driving-shaft of the motor and the 
reversing-gear to the traction-wheels 

i. In a motor-propelled vehicle, the combi- 
. nation with an equipoised trussed platform 



493 

having tractiou-vrheels of a motor at ouc end 
of said platform and an auxiliary or separate 
platform having traction-wheels at one end, 
and an endwise bearing upon the end of the 
motor-supporting platform opposite to said 
motor, and suitable cunnections of one of 
said platforms with the other, substantially 
as shown and described. 

2. A gear-shiftiugdevice consisting of sop- 
arateouter and inner fixed guide-plates, hav- 
ing an intermediate sliding plato, said out'Cr 
plate having a curved slot, and said sliding 
plate being provided with a journal within 
said curved slot, and a pinion on said jour- 
nal, means for raising and lowering said slid- 
ing plate, and a locking device to said plate, 
as and for the purpose described. 

3. A gear-shifting device for vehicles cou- 
sisting of separate outer and inner fixed 
guide - plates, said outer plate having a 
curved slot and upwardly-extended lever- 
bearing, a sliding plate between said guide- 
plate having notches, and a journal extend- 
ing through the slot in said outer plate, and 
a gear on said journal, a lever in the lever- 
bearing on said places having a link con- 
nected with the sliding plate, and a sleeve on 
said fixed plates, and a spring-acthated rod 
in said sleeve, as and for the purpose de- 
scribed. 

4. In a mbtor-propelled vehicle the Combi- 
nation with the traction-wheels of said vehi- 
cle, of a motor havingadriving-shaftand gear 
on said shaft, power- transmitting gear con- 
nected with the traction- wheels, » swinging 
arm a guide-plate or shoe for the lower end 
of said arm having perforations and a pinioaj 
on said arm engaging with the gear on said 
driving-shaft adapted to be brought into en- 
gagement with the power-transmitting gear 
to the traction-wheels, a lever pivotally cou- 
ueeted with said swinging arm and a rod piv- 
otally connected at one end with said lever 
and having the other end adapted to enter 
the perforations in said guide-plate, as and 
foi-the purpose described. 

569,175. JAMES M. COOK, Mount 
Gilead, Ohio. Motor-Vehicle. Filed 
Feb. 7, 1896. Patented Oct. 13, 1896. 
Serial No. 578,365. (No model. ) 
My invention relates to that cfass of motor- 
vehicles which are used on highways and pro- 
pelled bymeans'of aeuitable engine or motor 
and connecting-gearing mounted upon the 
vehicle-frame ; and it consists of certain parts 
and combinations of devices whereby power 
from a motor is applied to operate, reverse, 
and vary the speed of the vehicle without al- 
tering the motion of the motor, and provision 
is made for guiding the vehicle, as will be 
hereinafter more fully described. 

The object of my invention is to provide a 
motor-vehicle that is suitable for use on 
wagon-roads which may be easily operated 
fast or slow, started, stopped, or reversed 
without changing the motion of the engine 
or stopping it, and which may be .constructed 
either for carrying pe^rsons or freight and so 
that the mechanism 'may be compact and oc- 
cupy no great amount of the carrying-space. 
A further object is to provide a simple and 
efficient means for guiding the vehicle. 

With these objects in view my invention is 
of few parts, cheaply constructed, and is eflSr 
cient, durable, and economical in lise. 

1. The co]ubina(ion, in a vehicle, of an en- 
g'ne sux>ported on a frantework thereof; a 
shaft operated bysaid engine; a small anda 
large gear-wheel I'uniHngloosely on said sliaft. 

a clutch mounted upon and secured to said 
shaft betweeti said geai'-whcels, so that when 
said clutch is engaged with either of said 
wheels motion is imparted to them from the 
said .shaft; a pair of parallel shafts, one on 
either side of said Tjngine-shaft; a sinjiH and 
a large gear loosely mounted on one of said 
parallel sliafts, tho larger wheel engaging 
with the smaller wlicel on the engine-shaft, 
and the smaller one engaging with tlio larger 
one on said engine-shaft; a clutch mounted 
nndsGcured tosaid parallel sliaft between said 
gear-wheels thereon; a gear-wheel mounted 
and secured to the other of said parallel shafts 
engaging the smaller of the gear-wheels on 
said engine-shaft, and means for manipulat- 
ing saiii clutches simultaneously, substan- 
tially as sliown and for the purposes set forth. 

2. In n vehicle, the combination of the. 
framework and running-gear, an engine sup- 
ported by said framework; tho geai-wheels 
and clutch on the driving-shaft, the parallel 
shafts having the goar-whoels engaging the 
gear-wliccls on said driving-shaft: the worm- 
geai-s secured to said parallel shafts; a pair 
of gear-wheels jnounted rovolubly on a trans- 
verse shaft and engaging said worm-geai-s; a 
clutch mounted and secured to said trausvei'se 
shaft between said gca r- wheels thereon so that 
said clutches may engage with s;ud wheels, 
and intermediate gearing by wliieh motion is 
transmitted to the di-iving-whecls of said ve- 
hicle, substantially as described. 



494 

'■i. In a niotOY-voliiclo, the combination of 
the shaft 1"'-, wiiecls J ana II, clutch W, shaft 
P, wheels <T and I, elutch AV, shaft V and 
■wheel G' all monnled and operating siibslan- 
tiallyas shown and for the purposes set furth. 

4. In a raotor-vehicle, the combination of 
a framework and running-gear; an etigino 
suppoi-ted by said framework; the shafts and 
gearing connecting said engine to drive said 
vehicle; a suitable seat and canopy supported 
upon said framework; the frame-piece R; the 
short a.Nles '/.' pivoted to said fi'ame-piece and 
having the arms Z connected by the bar p 
having the drop-loop; the shaft P having the 
lover r' connected to said drop-loop; the 
shaft S and shaft" O, said shafts being con- 
nected and operated by means of suitable 
mitergcar- wheels, an<l the lever r allarranged 
and operating substantially as described and 
shown for the purposes Set forth. 

570.440. EDWARD J. PENNING- 
TON, Chicago Heights, 111., assignor to 
the Motor Cycle Company, Chicago, 111. 
Motor Vehicle. Filed Mar. 21. 18*^3. 
Patented Oct. 27. 1896. Serial No. 
467.044. (No model.) Patented in Eng- 
land Dec. U, 1895, No. 23,771. 

The object of my invention is to furnish a 
light and convenient road veTiicle driven by 
I>ower obtained from a gasolene or other fluid 
engine. 

In carrying out my invention I apply the 
engine to the vehicle, and provide a reservoir 
for the fluid of capacity snfScient for a run 
of several hours. The engine employed is of 
that class in which a charge of an explosive 
mixture of air and gasolene or the like is ad- 
jnitted behind the piston aad is after com- 
pression exploded, so as to develop the neces- 
sary power. 

The invention relates to the combination 
with a wheeled vehicle of an explosive en- 
gine of the etsmpression type geared to one 
(or a pair) of the supporting-wheels and sim- 
plified by the omission of special mechanical 
instrnmentalities for effecting the compres- 
sion of the explosive mixture, the said mix- 
ture being compressed in the explosive cylin- 
der through the momentum of the load (or 
rider) on the vehicle. The ridfer (or a suit- 
able load) is therefore necessary to overcome 
the resistance of said mixture to compression 
and thus enable the vehicle to mn. 'ITie con- 
struction also comprises certain particular 
features in the placing and support of theen- 
j;ine -cylinder, as hereinafter set forth. 

The particular valve mechnnisn) ompldved 
is no part of the indention. 

In an application of even date herewith, 
Serial No. 407,043, 1 have described a wheeled 
vehicle driven by the direct application of the 
power of an explosive engine to the driving- 
wheel without the interventio]i of geaving,and 
herein disclaim asapart of my present inven- 
tion the construction thovoin dcscribod and 
claimed. 

Imakeuo claim in 1 he present application 
to the engine itself, as a separate application 
will be filed therefor. 

I. In a wheeled vehicle, an explosive pro- 
pelling-engine comprising a cylinderopen at 
the lower end and closed at the upper end and 
provided at the lower end with extensions con- 
stituting bearings for the engine-shaft, said 
cylinder being secured to the vehicle-frame 
and the engine-shaft geared ton supporting- 
wheel of the vehicle, substiinlially as do- 
scribed. 

3. Ineombinationwithaveliiclo-franiehav- 
ing a vertical and upper and lower Iwi-s, an ex- 
plosive-engine seciued to said frame parallel 
with theveriical bar in the space between the 
upper and lower bars and having its shaft 
geared to a supporting-wheel of Hie vehicle, 
substantially as described. 

570.441. EDWARD J. PENNING- 
TON, Cleveland, Ohio. Motor Vehicle. 
Filed Feb. 6, 1895. Patented Oct. 27, 
1896. Serial No. 537.676. (No model.) 
Patented in England Dec. 11, 18<)5, No. 
2.^.771. 

'Sly invention is more especially adapted to 
light vehicles of the bicycle, tricycle, quadri- 
eyclc,orpolyeycle class havingamotordriven 
by a mixture of gasolene or the like and air 
admitted behind the piston of the motor, and 
which mixture, after compression, isexploded 
so as to produce the necessarj' power. 

The special object of my invention is to 
convey the heat developed in the combustion 
of the explosive mixture to certain parts of 
the machine, as those upon or near which the 
feet of the rider rest, or which are engaged 
by his hands in the steering of the vehicle. 

1 . In a wheeled vehicle of the character de- 
scribed, a motor operated by the explosion of 
a mixture of fluid and air. and a tubular 
fraitiowork constituting exhaust -i)ipos for 
said qiotor, combined with a hollow fork-post 
and a hollow handle-bar, each in communi- 
cation with said exhaust-pipes, and having, 



GAS- 



respectively, apertures near the foot-rests 
and handles for the escape of products of com- 
bustion, substantially as and for the p.urpose 
set forth. 

3. In a wheeled vehicle of the character de- 
scribed, a motor operated by the explosion of 
a mixture of combustible fluid and air, tubu- 
lar framework constituting exhaust-pipes for 
said motor, a hollow fork-post, and a hollow 
handle-bar, said post and bar having com- 
munication with said e.\.haust-pipcs, and pro- 
vided, respeetivelj', with apertures near tlio 
foot-rests and handles for the escape of prod- 
ucts of combustion, combined with a cock 
whereby said products may be directed to said 
exhaust-pipes or allowed to escape to the open 
atmosphere, substantially as and for the iiur- 
j)ose8 set forth. 

570,962". REUBEN H. PLASS, Brook- 
lyn. N. Y. Self-propelling Vehicle. 
Filed Apr. 20, 1895. Patented Nov. 10. 
1896. Serial No. 546,555. (No model.) 

This invention relates to self-propelling ve- 
hicles, and it relates particularly to sleighs 
which are provided with mechanism for pro- 
pelling them. 

The object of the invention is to produce a 
sleigh of the kind referred to which shall be 
capable of operation by an unskilled pei-son 
and which shall be capable of use on even or 
unven ground or upon ice whoso surface is 
either smooth or uneven, which may "be run 
at varying speeds, according to the will of the 
operator, and which shall be so constructed 
as to be incapable of being injured in pass- 
ing over uneven ground or by having its pro- 
pelling device come in contact with an ob- 
struction. 

The invention consists in the novel con- 
struction and arrangement of parts, as fully 
hereinafter described and claimed, 

1. A self-propelling sleigh comprising an 
engine mounted thereon, a propeller-wheel, 
a connection between the propeller-wheel and 
tlie engine, and means for governing the con- 
nection between the engine and the propeller- 
wheel comprising a shifting friction -wheel, 
chains connected to the .shifting frietion- 
wheel and pasning around a vertical hollow 
shaftarranged in the front of the sleigh, front 
runners mounted on a pivoted axle and a 
shaft provided' with a handle and arranged 
in the hollow shaft, and geai*s for connecting 
the vertical shaft and the axle, substantially 
as described. 

2. A propeller for a sleigh of the kind de- 
scribed, having a series of wings arranged at 
angles to each other and connected at their 
edges forming a continuous treadj and bi-aces 
extending from the hub of the wheel outward 
and formed with or attached to the Avings, 
substantially as deseribed. 

571,392. REUBEN H. PLASS, Brook- 
lyn, N. Y. Self-Propelling Vehicle. 
Filed Apr. 20. 1895. Patented Nov. 17, 
1896. Serial No. 546,559. (No model.) 
This invention relates to that class of ve- 
hicles which are driven by a motor or engine, 
wherein the motoi- or engine and the mate- 
rial for operating the same arc carried by the 
vehicle. 

The object of the invention is to provide a 
light, simple, easilj'-controlled, and noiseless 
vehicle provided with such means tor propel- 
ling and steering that it may be runatvajying 
speeds, stoppedand started, and guided by jiu 
unskilled person with safety and ease. 

Fnrlherj the object is to provide a i-ehlcle 
of the kind referred to so constructed that 
the necessary supply of material for operat- 
ing the propelling device for a long distance 
may be carried without inconvenience to the 
passengers. 

Further, the object of the iuvention is to 
provide a vehicle having a suitable source of 
power, such as a gasolene-engine, and with 
such means for connecting tlie motor with 
the driving-wheels that the motor may be run 
at a uniform speed and the speed of running 
the vehicle may be varied by a simple means 
easily operated by an unskilled person. 

Further, the object of the invention is to 
prodacea vehicle driven by a motor or engine 
carried by the same, wherein the power for 
propelling is transmitted from the motor or 
engine to the driving-wheels with the inter- 
vention of a small number of parts, thus 
avoiding loss of power by friction or slipping, 
and in which the controlling of the direction 
of movement and of the speed of the move- 
ment is regulated by means of a lever or the 
like connected with the driviug mechanism 
and placed in a suitable position to be reached 
by a passenger. 

1. A self-propelling vehicle comprising an 
axle having a longitudinally-movable roller 
connected therewith in a manner to rotat.e 
with it, an engine arranged on approximately 
the same plane as the axle, the engine being 
provided with a shaft having its end arranged 
adjacent to the axle, and a fnction-nlate on 



the shaft designed tobeengaged by the roller, 
substantially as described. • 

2. In a self-propelling vehicle, the combina- 
tion with the king-bolt having a gear-wheel 
attached thereto of a standard provided with 
a handle at its upper end and with a gear- 
wheel at its lower end, and a gear-wheel in- 
terposed between and meshing with those on 
the king-bolt and "standard, substantially as 
described. 

572,051. JAMES F. DURYEA, Spring- 
field. Mass., assignor to the Duryea Motor 
Wagon Company, same place. Motor- 
Vehicle. Filed Mar. 6, 1896. Patented 
Nov. 24, 1896. Serial No. 582,102. (No 
model. 1 

This invention relates to motor -vehicles 
driven by a gasolene or a similar vapor or gas 
engine, and has for its object the production 
,of iorproved means for power traosmission 
from the crank-shaft of the engine to the 
driving-axle of the vehicle, improved-means 
for varying the speed of the said driving- 
axle and of reversing* the same, and an im- 
proved construction of the speed-controlling 
and steering devices. 

I reserve tlie right to embody the means for 
cooling the cylinders of the driving-engine, 
consisting of a wat«r- reservoir forming a por- 
tion of the back of the seat of the vehicle, 
combined with suitable connections between 
the reseiToir and engine in another pending 
application, andfor that reason no claim is 
made thereto in this one. 

1. In a uiotor-vohicle, amain axle through 
which the propelling force is conveyed to the 
wheels thereof, a suitable motor, a main shaft 
driven by said motor, a cone-pulley fixed on 
said main shaft, combined with a counter- 
shaft having a belt-pulley thereon, supported 
in axial alinement with said main shaft and 
main axle, gear connections between said 
counter-shaft and axle, one or more loosely- 
running driving-belts uniting said cone and 
counter-shaft pulleys, idler-pulleys applied 
to said belts, toggle-lever frames supporting 
said idler-pulleys in pairsinproximity tosaid 
belts, a cam-shaft extending across the vehi- 
cle near said toggle -frames having cams 
ihercon for engagement with said frames, 
whereby said idler-pulleys are moved against 
and from said belts, the> operating-lever, and 
connections between said lever and cam-shaft 
whereby the latter-named shaft is recipro- 
cally rotated, substantially as set forth. 

2. In a motor-vehicle, the combination of 
a motor and a main shaft driren thereby, 
supported on the frame of the vehicle, a coun- 
ter-shaft, suitable belt-pulleys on said Iwo 
shafts, a driving-axle, supports on .said axle 
for said counter-shaft, braces pivotally con- 
nected to said supports by one end, and to 
the vehicle-frame by their" opposite ends, a 
gear connection between said counter-shaft 
and driving-axle, and belts for connecting 
said main shaft and said counter-shaft for 
reciprocally revolving the latter, substan- 
tially as set forth. 

3. In a niotor-ivehicle, the combination of 
a motor and its main shaft, a couuter-ehaft 
driven by belts from said main shaft, said 
counter-shaft beingsuitabIysupporte<l upon, 
and driving said axle, and a series of idler- 
pulleys for engagement with said belts, and 
a cam-shaft for operating said idler-pulleys, 
a flexible connection between said cam-shaft 
and the operating-lever of the voliicle for ro- 
tating said cam-shaft by vertical movements 
of said operating-lever, substantially as de- 
scribed. 

■1-. Means for controlling the movements of 
motor-vehicles consisting vof an operating- 
lever pivotnlly supported upon a tubular 
steering- head, for movement in vertical and 
horizoDtal planes for respectively controlling 
the motive force and direction of said vehicle, 
and a spring-actuated, locking-bolt with,in 
said operating-lever for securing said lever 
at different angles in said vertical plane, sab- 
stantially as set forth. 

5. Means for controlling the movements of 
-mot or- vehicles consisting of an operating- 
lever pivotally supported upon a tubular 
st«cring-head, for movement jn v«rtical and 
h 'r^zontal planes for respectively controlling 
the motiveforce anddirectionof said vehicle, 
and a spring-actuated locking-bolt within 
said operating-lever for securing said lever 
at different angles in said vertical plane, and 
a plunger within said steering-head having 
vertical reciprocating movements imparted 
thereto by Said operating-lever, and a suit- 
able connection between said plunger and 
the driving mechanism of the vehicle for con- 
trolling the latter, substantiallyasdescribed. 

(J. Means for controlling the idler-pulleys 
of belt-driven motor-vehicles, consisting of 
a cam-shaft for operating said idier-puUeya, 
said shafthaving-camsthereon provided with 
cavities within which said cams are retired 
by the movement of said shaft in ouo direc- 
tion, and means for rigidly supporting said 
cams when the said shaft is ipoved in an op- 



"pusite direction, and means for controlling 
the reciprocal rotaiion of said cam-shaft, suV 
stantially as set forth. 

7. The heiein-described brake located and 
operating: on the inside of one of the driv- 
ing-pulleys, as B', of the motor-vehicle, con- 
sisting of the spring-metai strap r, which is 
normally out of engajiement with the said 
driving-pulley, one end of which is attached 
to the arm E', at 27, and the opposite free 
end of which is connected through a turn- 
buckle 28, to the lever 29, pivotally attached 
to said arm E', to the upper end of which are 
secured the flexible connections 31, for forci- 
bly expanding the said strap against tlve 

ioner surface of said pulley B', substantially 
as described. 

572,498. EMIL CAPITAINE, Leipsic, 
Germany, assignor to George T. Harris, 
Philadelphia, Pa. Motor-Vehicle. Filed 
Feb. 24, 1896. Patented Dec 1. 1896. 
Serial No. 580..303. (No model.) 
My invention relates to mechanism to adapt 
a petroleum or other gas or air motor to trans- 
mit its power to bicycles and street-vehicles, 
and has for its object to obviate the defects 
existing in such moto-eycles and motor-car- 
viages, which consist, chiefly, in the heavy 
weight of the motor comparatively to the ve- 
liicle upon whicli it is carried and to which lis 
power has to be transmitted, and that such 
power has not u.sually been applied directly 
to the vehicle, but through the intervention of 
acompaiativel3^heavy flj'-wheeland through 
indirect power-conveying mechanism. It is 
obvious that if the power of the motor can be 
applieddirectlyto the running-gear of the ve- 
hicle both the motor and the vehicle can be 
made appreciably lighter than has heretofore 
been practicable. In the embodiment of my 
invention hereinafter described it will be ob- 
served that I have not employed the usual 
medium of gear-wheels, chains, and belts usu- 
ally heretofore employed, nor a friction mo- 
tion between ratchets on the wheels of the 
motor -vehicle, as has sometimes been pro- 
posed. 

As it is well known, tlie forms of gas, ben- 
zene, or petroleum motoi-s commonly used in 
actuating street - vehicles have been com- 
monly constructed on what is known as the 
"four-stroke " principle, the two-stroke work- 
ing motor being ill adapted for such purposes 
and whenever used has been found more or 
less impracticable. In the four-stroke motor 
there is one power impulse for each four pis- 
ton-strokes,the other three piston-strokes fur- 
nishing uo power and being necessaiy only 
to the production of the power-stroke. In 
such, devices the fly-wheel of the motor must 
be heavy enough to absorb tlie surplus powei 
from the power-impulse stroke of the piston, 
and thissnrplus power imparted to and stored 
in the fly-wlicol is given up to produce Iho 
next three piston-sli-okes, as well as forovci-- 
coming tJie intrinsic friction in tlie juotor 
itself, a.s for propelling the \ehicle forward, 
and this statement is made to illustrate tiic 
necessity for heavy fly-wheels in the construc- 
tion of motor-vehicles on that principle. 

aiy invention consists in the mechanism 
hereinafter described whereby the power ini- 
r^ulse of the piston operates directly upon tJic 
fictuating-lover of the vehicle in order that 
simultaneously with the power-stroko of the 
piston by the explosion of the charge the \ c- 
hicle is.driven or propelled through the ac- 
tion of theratchet-Ievercreatingaspring ten- 
sion which serves to directly impart rotation 
to the wheels of the vehicle, driving it fnrw.i id. 

1 . In a motor- vehicle, the combination with 
the piston of a petroleum or other like motor, 
of mechanisju operating to transinit the power 
impulse thereof direct to the driving-wheel of 
the vehicle, consisting of a centrally-pivoted 
lever E directly actuated by the piston, a 
ratchet-wheel J loosely journaled upon the 
axle of the driving-wheel, a connection be- 
tween one arm of said lever and tlie ratchet- 
wheel whereby the latter is operated, and a 
spring connected to the ratchet-wheel and to 
the driving-wheel and adapted to be brought 
under tension and exert a propelling force 
upon the driving-wheel when the ratchet- 
wheel is actuated, substantially as speci^ed. 

2. In a device of the character described, 
the combination with the piston, of a frame 
supportiogtho motor.a fly-wheel journaled in 
said frame, a centrally-pivoted lever E, con- 
necting devices actuated thereby, a ratchet- 
disk J loosely journaled upon the axle of the 
driving- wheel, and a spring M between the 
same and adapted to be brougbt under ten- 
sion upon the partial rotation of the ratchet, 
substantially as described. 

3. The combination in a device of the char- 
actor described, of a supporting-frame, a mo- 
tor the piston of which is directly connected 
with a centrally-pivoted rocking lever, a Qy- 
wheel journaled in the frame and driven by 
said rocking lever, a spring mounted upon the 

. driving-wheel of the vehicle, devices partiallv 



GAS. 



rotatable upon the axle thereof and adapted 
thereby to exert a tension upon the spring, 
and conncctingactuatingdeviccs between the 
same and the pivoted rocking lever; substan- 
tially as described. 

4. The combination in a device of thoehar- 
acler described of a supportiDg-frainc, a mo- 
tor, a centrally-pivoted rocking lover E, slotted 
atS.thcTodF vibrated thereby, driving mech- 
anism actuated by said rod; and devices to 
adjust the tlirow of the rod F, consisting of 
the link 7?, tlio rod R and the operating-bar 
Z; thesame being constructed and operating 
substantially as de.scribed. 

5. 'i'he combination in a device of the char- 
acter described, of a supporting-frame, a mo- 
tor, a centrally-pi voted threo-armcd lever, one 
of wliose arms is directly connected to the pis- 
ton of the motor, a fly-wheel connected with 
tho opposite arm of said lever, a ratchet-disk 
loosely mounted on the shaft of tho driving- 
wheel, connectijig actuating devices between 
the said disk and the third arm of said lever, 
and a spring connected to snid driving-wheel 
and to the disk, and adapted to bo put under 
tension by the actuation of said di-'^k, substan- 
tially as specified. 

li. Tho combination in a device of the char- 
acter described, of a supporting-frame, a mo- 
tor, a centrally-pivoted three-armed lover one 
of whose arms is directly connected to the said 
piston, a fly-wheel connected with the oppo- 
site arm of said lever, a ratchet-disk loosely 
mounted upon the axle of the driving-wheel, 
a lever for operating the same, a connecting- 
rod from said lever to the third arm of the 
centrally-pivoted lever, means for varying the 
throw of the said rod, and a spring connected 
to an arm of said ratchet-disk and to the driv- 
ing--^heel, substantially as specified. 

573,174. STEPHEN M. BALZER, New 

York, N Y., assignor of ont-half to Wil- 
liam H. Humphrey, of Norfolk, Conn 
Motor of Engine. Filed Jan. 23, 1896. 
Patented Dec. 15, 1896. Serial No 
576.4*iS. (No model.") 
The invention consists in a motor or engine 
having a casing adapted to rotate around a 
crank shaft or axle, and provided with a plu- 
rality of cylinders and pistons and novel 
means for taking in, utilizing, and exhaust- 
ing the actuating medium. 

The invention also consists in the novel de- 
tails of improvement and the combination of 
parts that will be more fully hereinafter set 
forth and then pointed o&t in the claims. 

My improved motor is designed to be op- 
orated by hydrocarbon oil or gas and air, but 
could be n.sod by any other suitable propul- 
sive medium. To properly use thisoilorgas 
and air, 1 have provided means for supplying 
the cylinders with the oil and air, for com- 
pressing and cxjdodlng the same, and for prop- 
erly cxliMd-sting the expended cliarge. ' 

1. In a^as or oil engine, the combination 
of a crank-shaft havlnjf a bore, a casing ro- 
tative thereon, a plurality of cylinders car- 
ried by said casing, each cylinder having a 
port or channel leading to it, an air find an 
oil supply pipe leading to each of said ports 
or channels, pistons connected with the 
crank, means for suppljing oil to one of said 
pipes for each cyllnderirom the bore in said 
shaft, and for also supplying air to tho cor- 
responding air -pipe, valves for simultane- 
ously controlling the parage of air and oil 
from the corresponding port or channel to 
the cylinder and arranged to be opened by 
suction within tlie cylinders, and means for 
exhausting the spent charge from said cylin- 
ders, substantially us described. 

2. The comblnatien of a crank-shaft, with 
a casing rotative thereon, said shaft having 
a bore at one portion leading to said casing 
and a bore in its other portion that is closed 
at the inner end, a cylinder can-ied by said 
casing, a piston connected with the crank, 
an air-supply pipe for the cylinder leading 
into said casing, an oil-supply, pipe leading 
to a chamber or channel in the casing, said 
shaft having an aperture leading from its 
bore to said chamber or channel, a chamber 
or channel to which said oil-pipe leads, and 
connected with tlie cylinder, a valve for con- 
trolling tlie passage of air and oil to the cyl- 
inder and means for exhausting an exploded 
charge from said cylinder, substantially as 
described. 

y. The combination of acrank-ahaft having 
a bore, clo.sed at its inner end with a casing 
rolati\ c on said shaft, a cylinder and piston, 
air and oil pipes communicating with said cyl- 
inder, a valve for controlling the passage of 
air and oil to said cylinder, a bearing or exten- 
sion carried by said casing, a chamber there- 
in communicating with said oil-pipe, abush- 
iug therein surrounding said shaft, said shaftr 
having an aperture connecting its bore with 
said chamber, and raeaus for exhausting an 
exploded charge from said cylinder, substan- 
tially as described. 

4. The combination of a crank-sbaft having- 



495 



a bore, a casing rotative thereon, a cylinder 
carried by said casing, a piston, a plate on 
said cylinder having an inlet channel or port 
leading thereto, oil and airsupply pipes lead- 
ing to said channel or port, the oil-supply pipe 
connecting the bore of said shaft with said 
channel or port, a valve for controlling said 
channelor port, an exhaust port or channel in 
said plate, a valve therein, means for operat- 
ing said valve, and a perforated tube con- 
nected with said exhaust channel orport, sub- 
stantially as described. 

5. The comblDatlonofa crank-shaft having 
ajjore, with a rotative casing, a cylinder, a 
pipe forming communication between tbecyl- 
inderand the casing, apiston, means forsup- 
plying said cylinder with oil from the bore 
in the shaft, an exhaust port and valve, and 
a perforated tube connected therewith, sub- 
stautitflly as described. 

6. The combination of a crauk-shaf t^ a cas- 
ing rotative thereon, a plurality of cylinders 
carried thereby, pistons in said cylinders, 
means for supplying said cylinders with a 
propulsive mediam, exhaust ports and valves 
for said cylinders, and curved perforated 
tubes connected with said exhaust-ports, to 
carry off the spent propulsive medium, said 
tubes acting as a balance-wheel for the cas- 
ing, as and for the purposes specified. 

7. The combination of a crank-shaft, with 
a casing rotative thereon, cylinders and pis- 
tons, means for supplying the cylinders with 
a propulsive medium, exhaust ports and 
valves for said cylinders, a plurality of ec- 
centrics connected together and respectively 
connected with' said valves, and means for 
rotating said eccentrics by the rotation of 
said casing, substantially as described. 

574,262. EDWARD J. PENNING- 
TON, Cleveland, Ohio, assignor to the 
Motor Cycle Company, of Chicago, III. 
Motor-Vehicle. Filed Oct. 3, 1894. Pat- 
ented Dec. 29. 1896. Serial No. 524.833. 
(No model.) Patented in PCnglandDec. Jl, 
1895. No. 23,771. 

This invention has reference more particu- 
larly to light vehicles of the type of bicycles 
and tricycles provided with explosive-engines 
carried thereby for propelling the same, but 
each' of the improvements con.stituiing the 
invention is included for all the uses to which 
it may be adapted. 

It consists in the hereinafter-specitied con- 
structions, com binntions, and arrangement of 
parts in the vehicle and in the explDsive-en- 
gine for use thereim or for other piirposea. 

The wheels A A' are of the ordinary con- 
struction, except that they are each provided 
with a pneumatic tire considerably larger 
than the ordinary bicycle-tire. 'J'he reason 
for this is found in the importance of elimi- 
nating the effects of the common irregulari- 
ties of the ordinary road-bed to such an ex- 
tent that the engine may propel the vehicle 
withoutdangerof slipping orstalling. I have 
discovered that this can be satisfactorily ef- 
fected by a pneumatic tire of an extra large 
diameter (say four inches diameter for a sin- 
gle rider, as shown) on the propelling-wheel 
A, but preferably pneumatic tires of extra 
large diameter are used also on the other 
wheel, (or wheels, in thecaseof other vehicles 
than bicycles.) Tho larger the diameter of 
the tire the less the pressure per square inch 
of bearing- suiface on the roadway, and by 
the adoption of about the ratio indicMed the 
pressure is small enough to avoid crushing 
hardened mud or sinking in sand or the like, 
which I have found very detrimental to the 
self -propulsion of vehicles over ordinary 
roads. 

I3e«ides the advantages above pointed out, 
the use of the enlarged flexible and com- 
pressible tire is found necessary to (ibtain the 
required traction. Ordinarily the traction 
necessary in aself-propelliog vehicle isgalned 
by giving the vehicle .sufiicieut load, as in a 
locomotive upon a tJ-ack. In the present in- 
stance load or weight, is reduced to the mini- 
minn, and the needed traction is, in the ab- 
sence of sufticient load nr weight, only obtain- 
able by means the reverse of such as are or- 
dinarily employed — viz.. by increasing the 
elasticity of the lire of the propelling-wheel, 
so as to eiiHblf a sufficieiitly largii area of Its 
surface to rest flat upon arid cover the ground 
over which the vehicle tritvels. Besides these 
functions the enlarged flexible or compressi- 
ble tire also serves the purpose of an efficient 
spring, which is required in view of the fact 
that the vehicle with which it is used is one 
carrying » motor, and the iiecessiiy of pre- 
venting jar or shock to the more delicate parts 
thereof. The greaier elasliciiy, cusliioning 
quality, or uoinpiessibility of the tirn is ob- 
tained not only by giving it greater diameter 
or area than is ordinarily found in pneiinmtic 
tires, but also by subjecting it to less than the 
usual internal pressure per square inch. 

1. The combination with tho shaft of a pro- 
pelling-wheel, of a pair of explosion-engine 



496 

cylinders whose pistons are connortetl wit-h" 
the said shaft, find aframe h.ivina Wp brafcos 
extended back of the seat, to the i-ear ends of 
the en;^inc-cyli>idoi> and cross-braced al. or 
near the real' ends of aiiid Oriiccs, substan- 
tially as described. 

2. A bouring-pieoe havinji a shafl bearing 
therein and a seat fovanen^inp-cylinder he 
liind said Ijoarius!, in combination with such 
cylinder provided with a projecting tongue 
sealed in said bearing-piece, subslantially «s 
dobcrilied. 

3. A bearing-piece havins; a shaft bearin;; 
therein and pro^■ided with one or moie horns 
in front of said bearing and a scat foi- the 
front end of an engine-cylinder behind sai<i 
bearing, in combination with a brace or 
braces of a vehiele-f ranie secured to said horn 
or liorns, an engine-cylinder having a pro- 
jecting tongne seated on said liea ring-piece, 
a brace extending to the rear end of said cyl- 
inder, and connections between tlielast-nien- 
lioned an<l llie bofore-incnliune<l bi'aces, snb- 
stantially as described. 

4. In combination witli an explosion pro- 
pelling-engine, a hoi low vehicle-frame liuviiig 
a valve-eontrollcd pipe connection with said 
engine, so that said fj-anie forms part of the 
com bnstible-llHid reservoir, and also provided 
with a can opening into the hollow part of 
said frame, substantially as described. 

6. In connection with an explosion-engiuc 
cylinder, a holl6w brace forining a part of the 
frame'of a vehicle and having a mechanical 
connection witli said cylinder for upholding 
the said cylinder and also a valve-controlled 
pipe connection with said cylinder, snbstan 
tiaily as described. 

'L The two top braces, thocross-picce, and 
the valve on said cr<»ss-i)icce, in conibinalion 
with thewhcelsand nniin frameof a vehicle, 
and an explosion prhpelling-engine wiinsc 
fluid-jsnpply is controlled by said valve, snb- 
staiitially as describcfl. 

7. The combination with a wheeled vehicle, 
and an explosion propelling-cnginc, of a flexi- 
ble valve-rod supported at one end on the 
handlo-bnr or gniding means of said vehicle 
atid there provided withahaiuUe wiihin reneli 
of the rider, substantially as described. 

8. The combination with a wheeled vehicle, 
of a needle-valve, arranged at the back of 
the vcliicle, a flexible valve-rod extending 
forward in continuation of the needle of said 
valve to within reach of the rider, and the 
parts — as the cylinder, piston, inlet and ex- 
haust valves — which make w'ith iht) said 
needle-valve an explosion propelling-cnginc, 
snbstiinlially as described. 

0. The C3'lindcr of steel tubing having tho 
end cutaway to forma tongne, and iirovided 
with a head which can-ics the inlet anil ex- 
haust valvesaud reinforces the explosion end 
of said cylinder, snbstanliall,\' as described. 

10. The cylinder of steel tubing having the 
end cut away to form a tongue, and pi-o\'ided 
with ft head wiiich cai'i'ies the inlel and ex- 
haust valves and reinforces the explosion end 
of said cylinder, in combination with suit- 
ports for npholdingthe.saideyiindorlhrough 
said tongue and said head, substantially as 
desciibed. 

11. Thecombin.^tion with a cylinder of steel 
tubing having tliecnd cut away to leave a 
'tongue of curA'od cross-seetiun, of a support 
having a seat for said tongne of cori-espond- 
ing curvature, substantially as described. 

12. The combination with Ihe pitman of a 
propelling-engine, and the cranked axle, of a 
bushing interposed between the end of said 
pitman and thc-crank-pin and provided with 
internal and extorniil (langes which overlap 
said parts respectively, substantially as de- 
scribed. 

13. The combination with a wheeled. ve- 
hicle, two ongino-cyliiidei"S on opposite sidc.« 
of a wheel, supports for the f i-ont ends of said 
cylinders, top braces connected with the rear 
ends of said cylindei's, and a cross-piece con- 
necting tho i-car ends of the cylinders with 
each oiiierandformingabi-nce between them, 
substantiijlly as described. 

14. The combination with t'wo engine-cyl 
indcrs, of a chambered cross-piece bctweei 
them, aiid the ignition-tubes in said cross 
piece, substantially as described. 

15. Th& combination with two engine-cyl- 
inders, bf a chambered cross-piece between 

■them, and the burners supported on said 

cross-pieco -witli their llame cuds within tlie 
same, snbstantially as described. : 

IC. The combinatioD of the two engine-cyl- 
inders, the top braces connected with the rear 
ends of said cylinders, the supports for tho 
ends of said cylinders, the chambered cro.ss- 
piece between them, and devices for effect- 
ing the explosion— such as the ignition-tubes 
and^ burners — within said cross-piece, snb- 
stantially as described. 

17. Tho combination of the two engine-cyl- 
inders, the chambered cross-piece between 
.them, and devices fnreffeetingtheexplosion — 



GAS. 



snch as the ignition-lubes and burners — 
within said cross-piece, substantially as de- 
scribed. 

18 The combination with the two engine- 
cylinders, thccros8-piec9 between said cylin- 
ders, ft rock-bar pivoted lo said cross-piece, 
valve connections at opposite ends of said 
rock-bar, and valves operated by .said connec- 
tions, substantially as described 

19. The coinbiuHtion of the engine-cylin- 
ders, the chambered cross-piece between the 
cylinders, explosion devices — such as igni- 
tion-tubes and burners — within said cross- 
piece, A rock-bar pivoted !;o s,iid cross-piece, 
VKlve connections at opposite ends of said 
rock-bar, and valves oparated by said connec- 
tions, snbstantially as described. 

20. A valve for a.n explosion-engine, con- 
sisting of a chambered body with the open- 
ing and seat for the valve-disk in a partition 
between the chambers, a lateral opening tbft 
full diameter of said valve-disk provided with 
a closure, and an elongated hollow cylindrical 
extension, in connection tvith the valve-disk, 
stem, and spring, substantially as described'. 

21. The combination with the cylinder, and 
other parts c£ an explosion-engine, of one or 
more valves each consisting of a chambered 
body with the opening and seat for the valve- 
disk in a partition between the chambers, a 
lat^^ralopejiinglhefuUdiameterof said valve- 
disk provided with a closure, and an elongated 
hollow cylindrical extension, in ' connection 
with the valve-disk, stem, and spring, snb- 
stantially a» described. 

22. The combination with the two engine- 
cylinders, of the automatic inlet - valves, 
spring -held inwardly - opening exhaust - 
valves, the valve-rods and tappets, and the 
rock-bar between the said rods, substantially 
as described. 

23. The combination with the two engine- 
cylindei's, and the inlet-valves, of the explo- 
sive-mixture pipe between the said valves, 
and means for admitting air and delivering 
a regulated supply of coiobustible fluid into 
said pipe, substantially as described. 

■24. The combination with a wheeled vehi- 
cle, and ,1 double-cylinder propelling-engine 
having an inlet-valve "for each cylinder, of 
the explosive-mixture pipe between the in- 
let-valves, and means for admitting air and 
delivering a regulated supply of combustible 
fluid into said pipe, the said means including 
a handle within the rider's reach which regu- 
lates the supply for both cylinders, substan- 
tially as described. 

25. The combination with a wheeled vehi- 
cle, of the double-cylinder propelling-engine 
having the cylinders supported at their front, 
and rear ends and connected at their rearends 
by a cross-piece, the pinion and valve-gear, 
the valve-rods, the rock-bar pivoted on said 
cross-piece, and the means for operating tho 
exhaust-valve through said valve-rods and 
roek-bar, snbstantially as described. 

2(J. The combination of the wheels, frame, 
engine-cylinders, cross-pieces, valves, valve- 
operating means, and explosion devices, such 
as ignition -ttibes and burners, said frame 
having hollow top braces- connected by a 
cross-piece, the fluid -delivery valve being 
an'auged in one cross-piece, and explosion 
devices being placed in another" cross-pteco 
which is chambered, sub.stautially as de- 
scribed. 

574,762. WALTER , ROWBOTHAM. 

Oil, Gas or Like Engine. Filed Apr. 30, 

1896. Patented Jan. 5, 1897. Serial No. 

.589,774. (No model.') 

This invention relates more particularly to 
that class of motor-engines worked by explo- 
sive or combustible mixtures of air and gas 
or air and hydrocarbon or other oil, and has 
for its chief object to so construct engines of 
this kind that they will be specially suitable 
for the propulsion of ro.id-vehicles and boats 
and for other propulsive purposes where ex- 
treme lightness and absence of vibration arc 
of importance. 

According to my invention the working cyl- 
inder is open at both ends and is provided 
with two pistons that move in opposite direc- 
tions, the explosion or combustion chamber 
being situated between the two pistons and 
substantially at the middle of the cylinder, 
so that the shocks due to the explosions of the 
working charges will be absorbed by the op- 
positely-moving pistons and be prevented 
from being transmitted to tho framing of the 
engine. The rectilinear reciprocating move- 
ment )f the two pistons is converted into con- 
tinuous rotary movement by any suitable 
means, and appropriate valves are provided 
for admitting the air and gas or air and oil 
to the cylinder or combnstion-chamber and 
for allowing the products of combustion to 
escape. The ignition of the explosive mix- 
ture is effected by an electric sparking device 
or devices. 

To vaporize the charges of oil, I employ an 
electricilly-heated body, which is flitimted 



within or forms part of the cylinder or com- 
bustion - chamber and is preferably ^'o ar- 
ranged with respect to the inlet opening or. 
nozzle through which tho charges of oil are 
admitted to tho cylinder or combustion -cham- 
ber that tho said charges will be injected di- 
rectly onto the electrically-heated body. Such 
vaporizing device is not, however, claimed 
herein, as it forma the subjeotof another ap- 
plication for patontflledsimnltancously here- 
with. 

The explosion or combustion chainbrr, 
where the vaporization and ignition take 
place, may be lined with asbestos, (Ire-clay, 
indestructible porcelain, or other refractory 
material to contine the heat and keep the cyl- 
inder externally cool without th9 u.se of a 
water-jacket and water cireolation. All the 
parts of the engine are, where practicable, 
made tubular or hollow for reducing the total 
weight of the engine as much as possible. 

In an explosive -engine, the combination 
with a pair of open-ended cylinders each pro- 
vided with two pistons, and driving crank- 
shafts and fly-wheels mounted at opposite 
ends of the cylinders and driven by said pis- 
tons, of a shaft extending longitudinally be- 
tween the two cylinders and driven by gearing 
from the said crank-shafts, valve mechanism 
arranged on the opposite sides of the two cyl- 
indere for controlling the inlet, exhaust and 
air valves, and means actuated by said shaft 
for operating the valve mechanism, substan- 
tially as described. 

574,818. EDWARD J. PENNING- 
TON, Chicago Heights, 111,, assignor to 
The Motor Cycle Company, Chicago, 
III. Wheeled-Vehicle. Filed Mar. 21, 
1893. Patented Jan. 5, 1897. Serial No. 
467,043. (No model.) Patented in "Eng- 
land Deo II, 1895. No. 23,771. 
The object of my invention is to furnish a 
light and convenient road-vehicle driven by 
power obtained from a gasolene or other fluid 
engine. 

In carrying out my invention I apply the 
engine to the vehicle and provide a reservoir 
for the fluid of capacity sufficient for a run 
of several hours. The engine employed is 
of tliat class in which a charge of an explo- 
sive mixture of air and gasolene or the like 
is admitted behind the piston and is, after 
compression, exploded so as to develop tho 
necessary power. 

Heretofore it has been proposed to apply 
explosive -fluid engines of the compression 
type to wheeled vehicles, but all such propo- 
sals have, so far as I am aware, included the 
use of special compression -cylinders /ind 
other special instrumentalities to efl'ect the 
compression of the explosive mixture, and 
the engines proposed to be applied have been 
of such weight as to render their use imprac- 
ticable at least for bicycles, tricycles, and 
'similar light vehicles to run over ordinary 
roads. In the present invention the explo- 
sive mixtnie is compressed in the explosion- 
cylinder through the moment uin of tho load (or 
rider) on the vehicle. Apart from such load 
my new and improved vehicle will not run, 
for tho compression of the explosive mixture 
acts as a brake, but when the rider mounts 
and starts the vehicle the additional weight 
stores the powerandfurnishesthemomentum 
foi overcoming the I'esistance opposed by the 
compression. I prefer to retain the usual 
pedal driving-gear onmyneworimproved ve- 
hicles, and the rider can nse the same to assist 
111 startingorin hill-climbing, although Ihave 
found it unnecessary to resort thereto everr 
over hills of more than ordinary steepness. 

■While the construction extends to the gen- 
eral arrangement just indicated, it also com- 
prises as special improvements the particular 
disposition of the foregoing, in which the 
engine-piston is coupled directly with a crank 
fast to on© (or a pair) of thesupporling-wheels 
of the veliicl'*, and also certain particular 
features in the placing and support of the en- 
gine-cylinder, as hereinafter set forth. 

1. In ft wheeled vehicle, an explosive pro- 
iwlling- engine comprising a cylinder sup- 
I.'orted in a horizontal position behind the 
roar axle by means of au extension of said 
oj Under at the end adjacent to the said axle 
asilabrftce extending obliquely upward from 
the opposite end of said cylinder to a higher 
portion of tho vehicle-f inme, substantially as 
described. • . 

2. In a wheeled vehicle, a propelling-cyl- 
inder open at its forward and closed at its 
rear end and provided with an extension for 
loose connection with the rear axle, and a 
brace attaching the roftr end of said cylinder 
to a higher portion of the vehicle-frame, sub- 
stantially as described. 

575,639. GEORGE W., FOYE, Phila- 
delphia, Pa. Vehicle-Motor. Filed Api-. 
28, 1896. Patented Jan. 19, 1897. Se'ial 
No. 589,421, (No model,) 



GAS. 



497 



My ioTention relates to a new aud uaeful 
improvement in gas-motorsfor various kinds 
of vehicles, and especially bicycles and the 
like, and has for its object to provide a motor 
of this description -which will occupy suiaFl 
space and by means of which a vehicle may 
be propelled either entirely or in conjunction 
with the nsual foot-power mechanism; ntid 
with these ends in view my invention con- 
sists in the details of construction and com- 
bination of elements hereinafter set forth and 
thQn specifically designated by the clHims. 

1. In a device of the character described a 
casing, a motor -wheel journaled therein, 
right-anffular tubular extensions formed on 
the opposite sides of the casing, a cylindrical 
valve slidable in an arm of each cxt-ension, 
said valve being hollow with one end closed 
and ^n opening near that end adapted to reg- 
ister with the other arm of the extension and 
means for operating cho valves and wheel by 
expanded gases as and for the purpose de- 
scribed. * 

2. In a device of the character described a 
casing, a motor -wheel joamaled therein, 
means for operating the wheel by expanding 
gases, a fan formed on said wheel adapted to 
circulate air through the casing and an ex- 
haust-pipe leading from the casing having an 
internal nozzle through which the air escapes 
and carries with it by suction the expanded 
gases as and for the purpose describfid. 

3. In a device of the character described, a 
casing, a motor-wheel journaled therein, tu- 
bular extensions formed on said casing, valves 
sliding in said extensions^ projections on said 
valves aliding in opeuings of the casing, 
springs located in said openings bearing on 
the projections said extensions having ports 
leading to the motor-wheel adapted to be 
opened by the movement of the valve and 
means for operating the valve by expanding 
gases, as and for the purpose described. 

4. In a device of the character described, a 
casing, a motor-wheel journaled therein, ta- 
bular extensions formed on said casing, valves 
sliding in said extensions, ports in the ex- 
tensions leading to the motor-wheel adapted 
to be operated by the movement of the valves, 
means for operating the valve by expanding 
gases, a fan formed on the motor -wheel 
adapted to circulate air through the casing, 
and an exhaust-pipe leading from the casing 
having a hozzle through which air escapes 
and carries with it the expanding gases, as 
and for the purpose described. 

576,158. LUDWIG RUB, Augsburg, 

Germany. Motor-Driven Velocipede. 

Filed May 8, 1896. Patented Feb. 2, 1897. 
■Serial No. 590.784. fNo model.) 

This invention relates to velocipedes or 
cycles driven by motors, and is intended to 
overcome the disadvantages hitherto met with 
in the application of motors to such vehicles, 
and principally to reduce the weight and ren- 
der the same more easy to manage. 

The improvements are broadly as follows; 

First. In consequence of the peculiar con- 
struction of the whole and of the details the 
benzin-reservoir is made to replace the upper 
'horizontal tnbe and the motor replaces the 
lower longitadinaliy-running frame-tube, as 
met with in a bicycle, or in a tandem bicycle. 
Therefore these two organs also form part of 
the framework of the machine, and thusavoid 
a complicated special framework as required 
in other motor-cycles for holding the benzin- 
reservoir, and of a motor. It is also very im- 
portant that the 6rank-axle of the motor 
should be in the same place as the pedal- 
crank axle in the nsaal bicycles. 

Second . In place of th e tu be which supports 
the saddle and is nsed in other cycles, two 
rails are arranged which carry the back end 
of the benzin-reservoir with the saddle and 
between which are fixed a magnetic inductoi 
or other aoxirce of electrical force and a lubn- 
cator. 

Third. The substantially horizontal posi- 
tion of the. benzin-reservoir and its construc- 
tion afford good and nnif orm ^evaporation of 
the benzin, while in upright receivers the ben- 
zin-surface is too small, and after a little use 
it is too far back from the suction-opening. 
Iij consequence benzin-gas beingheavier than 
the air no gas, but only air is sucked in, and 
no explosive mixture is carried to the cylin- 
ders. 

Fourth. The motor possesses two pistons, 
lyingone behind theother. The united cylin- 
ders, lying one behind the other, are formed 
at their upper and lower parts so that the 
whole replaces the oblique lower frame-tube 
oftheusnalcycle-framo. By surrounding the 
whole length of the cylinders with a row of 

cross-lying ribs the motor is cooled during 
movement by means of the air, and a special 
water-cooling apparatus isrendered unneces- 
sary. I 
Fifth. The transmission of force from the i 
motor to the back wheel is effected by toothed 



wheels in. proportion about one to two, and a 
tube-shaft, which is put over one of two frame- 
tubes which unite the cranfc-bearinjra with the 
axle-bearing of the back wheel. The hub of 
the back wheel is formed of a ring of about 
twenty millimeters thickfless to replace or 
act as a fly-wheel. By this arrangement no 
chain is necessary, giving the machine a more 
pleasing exterior and an easier movement. 
The motor can work as fly, and thus avoid the 
shocks which damage the pneumatic tire of 
the back wheel, and are very disagreeable for 
the rider in machines where the connecting- 
rod is connected in consequence of the con- 
struction and the position of the motor, di- 
rectly with the back wheel. 

Sixth. The bearing o£ the connecting-rod 
on the crank is a double-cone ball-bearing 
with two rows, which supports the great load 
on this place and allows of renewal after long 
use. 

Seventh. The lighting of the gas mixture 
in the motor is performed electrically and 
can only be effected in the cylindere, avoid- 
iog danger of explosion elsewhere and of fire. 
By this and incconnection with the contacts 
arranged on. the brake-lever and operated by 
means of the latter it is possible for the cy- 
clist to ride off at once without special prep- 
arations, as are necessary in other lighting 
methods, and tostop also instantaneously. 

] . ly a motor-driven cycle, ;i iVamc having 
its upper member formed of a benzin-reser- 
voir (' and having its lower front member 
conipo.scd of a landcni motor A, said reser- 
voir and tandem motor being connected at 
their front cncls to the stccriug-post and at 
their rear cuds respectively to. the Siiddlc-- 
pillar bracket and to the pcdi»l-erank-shaft 
bracket of said frame. 

■_*. In a motor c^Tle the combination of a 
longitudinally-placed benzin-reservoir C, a 
mixing-chamber thereon, a wire-sieve bnskot 
/ provided with a long wick before ^the en- 
trance to the mixing-chamberandau exhaust- 
tube V under the reservoir in order to obtain 
a larger surface for the level of the benzin 
to diminish the sinking of the level and to 
warm the benzin in order to obtain ;r good 
and nnifoiTu evaporation. 

3. In a motor-cycl3, the conibimUion of a 
longitU'linallv -placed, motor with a connect- 
ing-rod and fly-disks c c' on the motor-axle, 
aud a doublc-conc ball-bearing in two rows for 
connecting said ooimecting- rod aud fly-disks. 
■i. In a motor-cycle the combination of a 
frame, a motor coni prising part of said frame, 
a back wheel provided Avitli a heavy hub re- 
placing a ny-whcel, the tooth-gearing (? t' (/ h 
('onnectingS)iidmotornnd back wheel and ihc 
tubc-shaft/snpiMn*tcd by the frame-tube. 

J. In a motor-cycle an explosive motor, an 
electrical lighting device and a brake-lever // 
in combination Avith a movable electrical con- 
tiict .i: for the purpose of closing or interrupt- 
ing the current of the electrical force uacd for 
the lighting device by operation of the brake- 
lever. 

579,564. EDWARD W. BLUM, Cin- 
cinnati, Ohio, assignor of one-half to John 
H. Strieker, Anderson, Ind. Cas- 
Motor. Filed Dec. 26, 1895. Patented 
Mar. 23, 1897. Serial No. 573,306. (No 
model.) 

This invention relates to improvements in 
g;is-motors or engines of the kind where the 
"lotive force is created bygasor a mixtnreof 
the same with atmospheric air. It relates 
more especially to such engiues where the gas 
is derived from the vaporization of a suitable 
volatile hydrocarbon liquid, preferably some 
product of petroleum — like gasolene, for in- 
stance — and the construction is furthermore 
adapted for attachment to a bicycle in par- 
ticular to form the moving motor for the 
same in substitution of the usual pedal-move- 
ment thereof. 

The novel features consist, therefore, of 
parts adapted for use on gas-engines in gen- 
eral — that is, such nsing manufactured gas— 
of each parts which are only adapted for en- 
gines where vaporized gas is used, and finally 
of parts whereby an engine of the latter class 
becomes adapted for use as a bicycle-motor 
in particular or other vehicle in general. 

Of the first class of parts the improvements 
relate to the admission and exhaust valves, 
to the means of operating them, to themeaus 
whereby the ignition of the gas is brought 
about, to a speed-governor and the manner 
of operating it, and to features of constrnc- 
tion in general and in detail. 

Of the second class of parts tlie improve- 
ments relate to tliQ means for admitting and 
regulating such admission of the gas-pro- 
d.ucing liquid and to the features of con- 
struction in general and in detail of these 
parts and others connected therewith. 

Of the third class of parts the improve- 
ments relate to the means and construction 



whereby the motor becomes adapted for at- 
tachment toand useon abicyole. to the means 
for carrying a gas-producing liquid and water 
used for cooling the cylinder, and to features 
of construction in general and in detail in- 
volved in this connection. 

In general this £ngine, which is single acting, 
belongs to that class of gas-niotoi-s where a 
cycle of four succeeding piston-strokes com- 
prises and accomplishes one complete opera- 
tion of the engine iu the following manner: 
At the outgoing or suction stroke gas or the 
gas-producing liquid as well as air are drawn 
into the cylinder, which mixture is com- 
pressed at the following second or compres- 
sion stroke, at the end of which stroke with 
the compressed g;\s and air at its greatest 
donsitythe ignition and explosion takes place. 
This latter throws the pioton out again, con- 
stituting the thiid or working stroke, being 
followed by the fourth stroke, which, going 
inwardly, forms tlie exhaust-stroke by driving 
the decomposed gases before it out of the cyl- 
inder. This completes the cycle of four 
strokes, followed again by a suction-stroke. 

As will be .seen, the center of the crank- 
shaft is not in line with the center of the cyl- 
inder, whereby I am enabled to use a shorter 
connecting-rod and shorten the engine, all of 
which tends to reduce weight. This position 
is also a very favorable one as regards the 
transmission of poWer from the piston to the 
crank by bringing these t^xo more nearly in 
a direct line during the effective or working 
stroke. . These same two parts are of course 
that mnch out of line on the other stroke, but 
this is at a time when no power is transmit- 
ted from the piston to the crank. 

Means to lubricate all working parts are 
provided in a suitable way, as is customary 
in such cases. The bearings at the ends of 
the connecting-rod where the same connects 
to crank and piston I lubricate by oil carried 
in the connecting-rod, which is longitudinally 
perforated for such purpose and the ends of 
which perforation terminate in said bearings. 

1. In a gas-motor the combination of a cyl- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, an air-in- 
let opening 17, an admission-valve IG adapted 
to close and open it, an admission-port 19 in 
the valve-seat of the latter, a valve-stem on 
valve 16, a piston 20 permanently connected 
tosaidstem, a receiving-chamber 21 occupied 
by piston 2(i, an oil-supply pipe, a passage 25 
connecting the latter with chamber 21, as well 
as port 19, thereby serving at once as an in- 
let as well as a discharge opeuing for cham- 
t-sr 21, means to ignite the charge in the cyl- 
inder and an exhaust-valve with means to 
operate it. 

2. In agas-motorthecombiuationof a cyl- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, an air-in- 
letopening 17, an admission-valve 16 adapted 
to close and open it, an admission-port 19 in 
the valve-seat of the latter, a valve-stem on 
valve 16, a piston 26 permanently connected 
to said stem, a receiviDg-chamber21 occupied 
by piston 20, an oil-supply pipe, a passage 25 
connecting the latter with chamber 21 as well 
as port 19, thereby serving at once as an in- 
let as well as a discharge opening for cham- 
ber 21, a spring-actuated valve 31 which con- 
trols communication between passage 25 and 
port 19 irrespective of the quantity ejected 
by the piston, means to ignite the charge in 
thecylinderand an exhaust-valve with means 
to operate it. 

3. In a gas-motor the combination of a cyl- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, an air-in- 
let opening 17 and an admission-port 19 in 
the cylinder, an admission-valve 16 adapted- 
to close or open the two, a valve-stera on the 
latter, a piston 26 thereon, a receiving-cham- 
ber 21 occupied by piston 20, a passage 25 
connecting chamber 21 with port 19, a supply- 
pipe connecting with passage 25, a return- 
pipe 103 connecting chamber 21 with suppl}-- 
pipe 24, means to ignite the charge in the 
cylinder and an exhaust-valve with means to 
operate it. 

4. In a gas-motor the combination of a cyl- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, an open- 
ing in the end of the cylinder adapted to re- 
ceive and containing a casting 22 which forms 
at its inside a valve-seat and at its outside a 
nut 23, containing farther a port 19 in the 
part forming the valve-seat, a central cham- 
ber 21, with an air-inlet opening 17 around it, 
a passage 25conr.ecting chamber 21 with port 
19 aud also extended outwardly for connec- 
tion to a supply-pipe, an admission-valve 16, 
means to ignite the charge in thecylinderand 
an exhaust-valve with means to operate it. 

5. In a gas-motor the combination of a cyl- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, air and- 



498 

gas inleis tu ibo cylindei' and an admission- 
valve conlrolling these iulets, a charge-re- 
ceiving pouket 36 open to the cylinder and 
connected to it bv ports an iguition-chainber 
■i-1, also connerrting with the cylinder by a 
port -^3, iin iipiition-pocket 39 in the piston 
and ports 41 aud -J2 openinj; outwardly there- 
from, all jjorts ho located lh;it the ports in the 
piston passovei- the ports in tlie cylinder and 
permit temporary coniniunication through 
tliem during the time Ibe piston passes over 
them, a lighter chjinibor 45 connecting with 
ignition-chamber 41, a lighter-valve 40 con- 
trolling this coniieel ion, an exhaust-valve and 
means to operate the lighter and exhaust 
valves. 

G. In a gas-motor the combination of a cyl- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, an air-inlet 
opening 17 and an admission-port lU in the 
cylinder, an admission-valve IG adapted to 
close or open the two, a valve-stem on the lat- 
ter, a piston '2(3 thereon, a receiving-cbamber 
21 occupied by piston 2G, a passage 25 con- 
necting chamber 21 with port Itt, a supply- 
pipe connecting with passage 25, a charge-re- 
ceiving pocket 30 open to the cylinder and 
conDCcted to it by ports, an ignition-chamber 
44 also communicating with the cylinder by a 
port 43, an ignition-pocket 39 in the piston 
and ports 41 and 42 opening outwardly there- 
from, all ports so located that the ports in the 
piston pass over the ports in the cylinder and 
permit temporary communication through 
them, a lighter-cliaraber 45 connecting with 
ignition-chamber 44, a lighter-valve 46 con- 
trollingthisconnection, an exhaust-valveand 
raech.anism tooperate the lighterand exhaust 
valves. * 

7. In a gas-motor tlie combination of a cyl- 
inder 15, a piston, connecting-rod, crank and 
crank-shafL to transfer the power, air and gas 
inlets to the cylinder, an admission-valve 
controlling these inlets, a charge-receiving 
pocket 30 open to the cylinder and connected 
toitbyports,anignition-chamber44, also con- 
necting with the cylinder by a port 43, an igni- 
fioii-pocket 30 in the piston and ports 41 and 
42 opening outwardly therefrom, all ports so 
located that the poi-ts in the piston ^ass over 
the ports in the cylinder and permit tempo- 
rary communication through themduringthe 
time the piston passes over them, a lighter- 
chamber 45 connecting with ignition-chamber 
44, a lighter-valve 4G controlling this connec- 
tion, an angle-lever G5 connected to lighter- 
valve 40, a- spring to hold it normally closed, 
a rotating cam 54 to operate lever 05 and an 
exhaust-valve and mechanism to operate it. 

8. In a gas-motor the combination of a cyl- 
inder 15, a piston, cQnnecting-rod, crank and 
crank-shaft to ti-ansfer the power, an air-inlet 
opening 17 and an admission-port 1!' iji the 
cylinder, an admission-valve 16 adapted to 
close or open the two, a valve-stem on the lat- 
ter, a piston 26 thereon, a receiving-chamber 
21 occupied by piston 26, a passage 25 con- 
necting chamber 21 with port 19, a supply- 
pipe connecting with passage 25, a charge-re- 
ceiving pocket 36 open to the cylinder and 
connected to it by ports, an ignition-chamber 
44, also connecting with the cylinder by a port 
43, an ignition-pocket 3'J in the piston and 
ports 41 and 42 opening outwardly therefrom, 
all ports so located that the ports in the pis- 
ton pass over the ports in the cylinder and 
permit temporary communication through 
them during the time the piston passes over 
them, a lighter-chamber 45 connecting with 
ignition-chamber 44, a lighter-valve 40 eon- 
tirolling this connection, an angle-lever 05 con- 
nected to lighter-valve 40, a spring to hold it 
normally closed, a rotating cam 54 to operate 
lever 05 and an exhaust-valve and mechan- 
ism tooperate it. 

9. In a gas-motor the combination of a cyl- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, air and 
gas inlets to thecylinder, an admission-valve 
controlling these inlets, a charge-receiving 
pocket 30 open to the cylinder find connected, 
to it by ports, an ignition-chamber 44, also 
communicating with the cylinder by a port 
43, an iguitiou-pocket 39 in the piston and 
ports 41 and 42 openiiig outwardly therefrom, 
all ports so located that the ports in the pis- 
ton pass over the ports in the cylinder and 
permit temporary communication through 
them during the time the piston passes over 
them, a lighter-chamber 45 connecting with 
ignition-chamber 44, a lighter-valve 40 c.m- 
trolling this connection, an exhaust-valvc hav- 
ing an outwardly-extended stem, a spring to 
keep it normally closed and a rotary cam 55 
to open it. 

JO. In a gas-motor the combination or a cyl- 
inder 15, a piston, connecting-rod, crankand 
ciank-shaft to transfer the power, an air- 
inlet opening J7 and an admissiou-port 19 in 
the cylinder, an admission-valve 10 adapted 
to close or open the two, a valve-stem on the 



GAS 

latter, a piston 26 thereon, a receiving-cham- 
ber 21 occupied by piston 20, a passage 25 con- 
iiectingchamber*21 with port 19,a supply-pipe 
connecting with passage 25, a charge-receiv- 
ing pocket 30 open to the cylinder and con- 
nected to it by ports, an ignition-chamber 44 
also communicating with the cylinder by a 
port 43, an ignition-pocket 39 in the piston 
and ports 41 and 42 opening outwai'dly there- 
from, all ports so located that the ports in the 
piston pass over the ports in thecylinder and 
permit temporary communication through 
them during the time the piston passes over 
tiicm.a ligliter-chamber 45 connecting with 
ignition-chamber 44, a lighter-valve 46 con- 
trolling this connection, an exhaustr valve hav- 
ing an outwardly-extended stem, a spring to 
keep it normally closed and a rotary cam 55 
to open it. 

11. In a gas-motor the combination of acj'l- 
indei" 15, a piston, connecting-rod, crank and 
crank-sJiaft to transfer the power, air, md gas 
inlets to the cylinder, an admission-valvecon- 
troinngtheseinlets,anopeningto permitcon- 
tact of the charge in the cylinder with a livt 
flame, a lighter- valve 40 controlling this open- 
ing, an angle-lever 05 connected to valve 46, 
an exhaust-opening and exhaust- valve 53 
therefor, a spring to keepit normally closed, 
an outwardly-extending stem 72 on valve 53, 
a heel 71 thereon, a rotary cam-shaft 50, a 
cam 54 tliereon revolving in the path of one 
end of angle-lever 05 to operate the lighter- 
valve, a cam 55 thereon to operate the ex- 
haust-valve, a cam 78 for purposes of con- 
trolling speed, alsomountcd on shaft 50, a rod 
58, a shifter 73 mounted on it, a pin 69 car- 
ried in the latter and in contact with heel 71 
and an operating-lever whereby the shifter 
may be adjusted to bring pin 69 within the 
path of either cam 55 or 78 or without reach 
of either. 

12. In a gas-motor the combination of acj'l- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, an air- 
inlel opening 17, an admission-port 19 in the 
cylinder, an admission-valve 16 adapted to 
close or open the two, a vahe-stem on the 
laticr, a piston 20 thereon, a receiving-cham- 
bcr-2I, occupied by piston 26, a passage 25 
connecting chamber 21 with port 19, a sup- 
ply-pipe conncc*any,-with passage 25, an open- 
ing to permit eontact of t!io charge in the cyl- 
inderwith a live flame, a lighter-valve 46 con- 
trolling this opening, an angle-lever 05 con- 
nected to valve 40, an exhaust-opening and 
exhaust-valve 53 therefor, a spring to keep it 
normally closed, an outwardly- extending 
stem 72 on valve 53, a heel 71 on it, a rotary 
cam-shaft 56, a cam 54 thereon revolving in 
the path of one end of angle-lever 05 to op- 
erate the lighter-valve, a cam 55 tliereon to 
operate the exhaust-valve, a cam 78 for puv- 
poses of controlling speed, also mounted on 
shaft 56, a rod 58, a shifter 73 mounted on 
it, a pin 69 carried in the latterand in contact 
with heel 71 and an operating-lever whereby 
the shifter may be adjusted to bring pin 69 
\\ 'thin the path of either cam 55 or 78 or with- 
out reach of either. 

13. In a gas-motor the combination of a C)'I- 
inder 15, a piston, connecting-rod, crank and 
crank-shaft to transfer the power, air and gas 
inlets to the cylinder and an .admission-valve 
controlling these inlets, a charge-receiving 
pocket 30 open to the cylinder and connected 
to it by ports, an ignition-chamber 44. also 
connecting w ith the cylinder by a port 43, an 
ignition-pocket 39 in the piston and ports 41 
and 42 opening outwardly therefrom, all ports 
so located that the ports in the piston pass 
over the port-s in thecylinder and permit tem- 
porary communication through them during 
the time the piston passes over them, a lighter- 
chamber 45 connect ing with i^jnition-chamber 
44, alighter-valve4G controlling this connec- 
tion, an angle-lever 05 connected to valve 40, 
an exhaust-opening and exhaust-valve 53 
therefor, a spring to keep it normally closed, 
an outwardIy-extendingstem72 on valve 53, 
a heel 71 on it, a rotary cam-shaft 50, a cam 
54 thereon revolving in the path of one end 
ofangle-lever05 to operate the lighter-valve, a 
cam 55 thereon to operate the exhaust-valve, 
a cam 78 for purposes of controlling speed 
also mounted on shaft oH, a rod 58, a shifter 
73 mounted on it, a pin 69 carried in the lat- 
ter and in contact with heel 71 and an oper- 
ating-lever whereby the shifter may be ad- 
justed to bring pin 09 within the path of either 
cam 55 o> 78 or without reacli of eitlier. 

IL In combination with the constituent 
parts of a gas-raotor, having valve-controlled 
gas and air inlets, an ignition mechanism and 
an exhaust-valve, a cam 55 adapted tooperate 
the latter, mounted on shaft 50 and rtfceiving 
a positive i-otatory motion from the motor, be- 
ing also capable of an independent lateral mo- 
tion of fixed limit on said shaft which brings 
it io a position in which it is incapable of act- 
ing on the exhaust-valve, a spring-controlled 
shifter 79 supported adjacent to cam 55 and 



connected therewith in a Tuanner to enable it 
to determine the position of said cam on shaft 
o6 without interfering however with the ro- 
tation thereof, a cam 84 on shaft .'16 receiving 
also a positive rotatory motion from the lat- 
ter and having a lateral action npon shifter 
79 in a manner to move by it cam 55 to a po- 
sition in which the latter is incapable of act- 
ing upon the exhaust- valve, releasing also 
said shifterand with it cam 55 atthe limitof 
their lateral motion and subjecting then these 
parts to the action of the spring which con- 
trols shifter 79 and whereby they are returned 
to a position in which cam 55 is again capable 
of acting npon the exhaust-valve, the num- 
ber of such actions of shifter 79 being de- 
pendent on the speed of shaft 50 and the 
motor. 

15. In combination with the constituent 
parts of a gas-motor, having a cylinder with 
a reciprocating piston and valve-controlled 
gas and air inlets and exhaust-outlet, an igni- 
tion mechanism, an ignition -pocket in the 
main piston, ports whereby the latter com- 
municates in certain positions with the igni- 
tion mechanism and means to operate the lat- 
ter and the valves. 

16. In combination with the constituent 
parts of a gas-motor, having a cylinder with 
valve-controlled gas and air inlets and ex- 
haust-outlet, a valve -controlled ignition 
mechanism, c-ams to operate the latter and 
the exhaust-valve, a rotating cam-shaft 50 on 
which the cams are mounted, a bracket 57 
which supports shaft 5iiy a lug 59 depending 
from the cylinder, a rod 58 passing through 
it and the bracket for connecting the lattei-, 
the connection being such as to bring shaft 
50 below the cylinder. 

17. In combination with the constituent 
parts of a gas-motor, having a cylinder with 
vnlve-controlled gas and air inlets, an igni- 
tion mechanism, an exhaust-outlet, a valve 
controlling it, a laterally-movable, rotating 
cam 00 to operate it, a shifter 73 carrying a 
pin 09 through which cam 55 acts upon the 
exhaust-valve, a lever wherebyshifter 73 may 
be adjusted to bring pin 69 either within or 
outside of operative connection with cam 55, 
a rod 58 upon which shifter 73 is mounted 
and a Ing 59 to which rod 58 connects. 

IS. In combination with the drive-shaft 98, 
its bearing 87 and supporting^-frame of a bi- 
cycle, said bearing being supported on the 
frame between the two wheels of the bicycle, 
a gas-motor consisting of a cylinder piston, 
connecting-rod, crank and crank-shaft 02 and 
other necessary parts, of a frame connected 
to the cylinder and fitted from the under 
side against bearing 87 and rearwardly-ex- 
tending parts 88 of the bicycle-frame, caps 
no and 91 fitted over these parts from above 
and adapted to be connected to the parts below 
to complete tlie attachment of the motor to 
the bicycle between the wheels thereof and a 
gear-train connecting shafts 02 and 98. 

19. In combination with the drive-shaf fc 98, 
its bearing 87 and supporting-frame of a bi- 
cycle, said bearing being located on the bicy- 
cle-frame between the wheels of the bicycle, 
a gas-motor consisting of a cylinder, piston, 
connecting-rod, crank and crank-shaft 62 and 
other necessary parts, of a frame connected 
to the cylinder and adapted for attachment 
to bearing 87, hangers 95 depending there- 
from and forming supports for shaft 02 below 
shaft 98 and between the bicycle-wheels and 
a gear-train connecting shafts 02 and 98. 

20. In combination with the drive-shaft 98, 
its bearing 87 and supporting-frame of a bi- 
cycle, a gas-motor consisting of a cylinder, 
piston, connecting-rod, crank, crank-shaft 62 
and other necessary parts, of a frame con- 
nected to the cylinder and adapted for at- 
tachment to bearing 87, hangers 95 depend- 
ing therefrom and forming supports for shaft 
02, brace-rods 100 connecting them with the 
cylinder and a gear-train connecting shafts 
62 and 98. 

21. In combination with the drive-shaft 98, 
its bearing S7 and supporting-frame 94, 101, 
102, 100 of a bicycle, a gas-motot consisting 
of a cylinder, piston connecting-rod, crank 
and crank-shaft 62 and other necessary parts, 
of a frame connected to tlie cylinder and 
adapted for attachment to bearing 87, a tie- 
rod 92 connecting the front end of the cylin- 
der to part 94 of the frame and a gear-train 
connecting shafts 62 and 98. 

22. In combination with the drive-shaft 98, 
its bearing 87 and supporting-frame of a bi- 
cycle, a gas-motor consisting of p cylinder, 
piston, connecting-rod, crank, crank-shaft 62 
and other necessary parts, of a frame con- 
nected to the cylinder and adapted for at- 
tachment to bearing 87, hangers 95 depend- 
ing therefrom and forming supports for shaft 
()2, such hangers depending to a depth which 
l>rings the center of the ciank-shaft below 
the center of the cylinder for the purpose de- 
scribed and a gear-train connecting shafts 02 
and 98, 



GAS. 



499 



•2:i. In combination with tliedi'i\-e-shaftns, 
its bearing S7 and supportiiiij;-frame of a bi- 
cycle, a gas-motor consisting of a c^'linder, 
X)iston, connectiug-i'od, crank, crank-sbaft 0- 
and other necessary parts, of a frame connect- 
ing to the cylinder and adapted for attach- 
ment to the bicycle, receiving -sockets on 
frame part 94 thereof and pins i09 projecting 
on each side therefrom adai>ted ^o recei\e 
foot-snpporta. 

21. In combination with the drive-shaft D8 
ils bearing 87 and sopporting-frame of a bi- 
cycle, a gas-motor consisting of a cjdinder, 
piston connecting-rod, crank, crank-shaft Gil, 
valves and other necessary parts, operating- 
cams and a shaft 56 on ■which they are mount- 
ed, a frame for connecting tlie motor to the 
cylinder, siijiports for shafts 5G and C2, a pih- 
ion OG on the latter, 3 goar-wheel 97 on shaft 
98 driven by pinion 90 and a gear-wheel G' 
on shaft 56 receiving motion from gear- 
wheel 97 for the purpose of operating the cam- 
shaft 50. 

25. In combination with the drive-shaft 98, 
its bearing 87 and supporting-frame of a bi- 
cycle, a gas-motor consisting of a cylinder, 
piston, connecting-rod, crank, crank-shaft C- 
aud other necessary parts, of a frame connect- 
ing to the cylinder and adapted for attach- 
ment to a bicycle, a gear-train for connecting 
shafts 62 and 98 and an operating-lover 7U for 
the purpose of controlling the operation of the 

motor, such lever being in two parts hinged 
together and whereof one partmaybe tjj-ned 
ilown and out to bo used as a supporting- 
brace to sustain the bicycle in an upright po- 
sition. 

26. In combination with the drive-shaft 93, 
its be:iriug S7 and supporting-frame of a bi 
'^yle, a gas-motor consisting of a cylinder, 
])iston, connecting- rod, crank and crank-shaft 
-J and other necessary parts, of a frame con- 
1 . cting to the cylinder and adapted for at- 
fficlimont to a bicyclo, a gear-train for con- 
necting shafts 62 and 98 and a nipple 110 open 
to tlie cylinder and intended for purposes de- 
sc.'ibed. 

27. In combination with the dl'ive-shaft98, 
its bearing 87 and suppirting-frame 88, 94, 
101, 102 and lOG of a bicycle, a gas-motor con- 

•Bisting of a cylinder, piston, connecting-rod, 
crank, crank-shaft 02 and other necessary 
parts, of a frame connecting to the cylinder 
and adai.ved for attachment to a bicycle, a 
gear-train for connecting shafts 62 and 98, a 
cooling-jacket surrounding the cylinder and 
pines 107 and 108 connecting it with parts 88 
Or.d 100 of the bicycle-frame, which latter 
parts are adapted to cany water and form 
with said pipe a circulating system. 

28. In combination with the drive-shaft 98, 
its bearing 87 and supporting-frame 88, 94, 
101, 102, 106 of a bicycle, a gas-motor adapted 
to use vaporized gas consisting of a cylinder, 
piston, connecting-rod, cranlcaud crank-shaft 
62, all carried by the bicycle-frame, of which 
latter parts are adapted to contain the gas- 
producing liquid or oil, an inlet-port for the 
latter to the cylinder, a suppl3'-pipe 24 con- 
necting this port with the oil-carrying parts 
of the bicycle-frame, a valve controlling the 
oil-admission to the cylinder and mechanism 
to operate this valve. 

582,539. HIERONYMUS MUELLER, 

Decatur, III. Motor-Vehicle. Filed Apr. 

20. 1896. Patented May 11.1897. Serial 

No. 588.257. fNo model.) 

This invention relates to the rnnuing-gcar 
ot a motor-cyclo or self-propoUiiig vehicle. 
It resides in part in pntvi-iioii whcrcbj' the 
frame is utiii/.ed in cooling water from tlic 
jacket of the cylinder of tlio propolling-cn- 
■^iiie, in part in provision whereby the driving 
nicclianisin is oarriod independent of the car- 
liagc-bcd of the voliiclo, in part in moans for 
shifting the counter-shaft Inngthwise of the 
frame, and in part in novel steering mech- 
anism. 

Itisoxcmplified in thcstrnctnrchcreinaftcr 
dcsci-ibed, and it is denned 'in the appended 
rhiims. 

1. In a motor-cycle, the combination 0*! a 
fi-amc, an axle pivoted to swing vertically, 
horizontftUy-swingable spindles on the cuds 
of the axle, such spindles havinghori/.ontally- 
i-Ntcnded crank -arms, a vortical stcering- 
sloo\-o pivotnlly connected with the frame 
and having a horizontal plate, rods connect- 
ing the crank-nrms of the sptndles with the 
pintoof the steering sleeve through universal 
joints located next r.ho plate, and a rod in 
the sleeve having independent Inngitudlnal 
motion but, not independent rot-ary motion 
with relation to the sleeve. 

•2. In a motor-cycle, the combination of a 
tubular frame divided into two conipait- 
monts, a pixic connecting one compartment 
with the water-jacket of the engine, another 
pipe connecting the' water-jacket with th' 
.othcrcompartnuMif ,anda comnuinieation be- 



tween the two com25urtmcnts, such cummu- 
nication inclndiiiga tank and its location be- 
ing in front of the epgine. 

583,154. REUBEN H. PLASS, Brook- 
lyn, N. Y. Self-Propelling Vehicle. 
Filed Apr. 20, 1895. Patented May 25, 
1897. Serial No. 546.557. (Xo model.', 
The object of the invention is to produce a 
self-propelling vehicle which shall be pro- 
vided with an engine contained in small com- 
pass and capable of propelling the vehicle at 
varying rates of speed. 

Further.theobjectof the invention is to pro- 
duce a vehicle of the kind referred to having 
its front or guiding wheels so arranged and 
capable of such manipulations as to enable 
the vehicle to be turned in^mall space. 

With these objects in view the invention 
consists of a vehicleconstrueted substantially 
as hereinafter described, and particularly 
pointed out in the claim. 

A seU"-[>ropolling vehicle having an engine 
muunted thereon, an enginc-.'=?haft having a 
friction-head, an axle having supporting- 
wheels rigidlyattached lheroto,disk8 mount- 
ed on the axle on opposite sides of the fric- 
tioH-head and provided with i-ednced portions 
having circumferential groo\esh'Vci'S mount- 
ed adj'icent fo the disks and projciMing into 
the grooves, leveis mounted on the floor nf 
tlie vehicle in a position to be pressed by tlie 
occupant of the vehicle, and connections be- 
tween the rcspoelive levers, substantially as 
described. 

585,159. JAMES F. DURYEA, Spring 

field, Mass., assignor to the Duryea Mote. 
Wagon Company, same place. Motor- 
Vehicle. Filed Nov. 7, 1896. Patented 
.lu'.ie 22. 1897. Serial No. 611,370. TNo 
m:idel.1 

This invention relates to motor-vehicles, 
and hasforits object theimproveinent in the 
driving mechanism for automobile carriages, 
wagons, power-driven boats, and analogous 
purposes, means for controlling the speed of 
such vehicles, and means for steering them; 
and said "invention consists in the construc- 
tion and arrangement of the said various im- 
provements, all as set forth in the following 
specification and claims. 

T. In a motor-carriage or other automobile 
conveyance, a motor, a driving -shaft con- 
nected with said motor, adriving-axle on said 
carriage, a counter-shaft parallel with said 
driving-shaft and said driving-axle, and mov- 
ably supported by said shaft and said axle, 
a flexible driving connection engaging said 
oOunter-shaft and said driving-axle and a se- 
ries of clutch mechanisms on said driving- 
shaft, gear connections between said clutch 
juechanisms and said counter-shaft for rotat- 
ing the latter at varying speeds and in either 
direction,, and means for operating said clutch 
mechanisms consisting of a series of rotating 
cams located in operative relation to the 
cluteh-^evers of said clutch mechanisms for 
operating the latter, and means for rotating 
said cams, substantiall}' as described. 

2. In a motor-carriage or other automobile 
conveyance, a motor, a driving-shaft con- 
nected with said motor, a driving-axle on 
said carriage, a counter-shaft parallel wit]> 
said driving-shaft and said driving-axle, and 
movably supported by said shaft and said 
axle, a fiexible driving connection engaging 
said counter-shaft and said driving-axle, and 
nsericsof clutch mechanisms on said driving- 
shaft, gear connections between said clutch 
mechanisms and said counter-shaft for rotat- 
ing the latter at varying speeds and in either 
direction, and meansforoperatiugsaid clutch 
mechanisms consisting of a series of rotating 
cams located in operative relation to the 
clutch-levers of said clutch mechanisms, saiu 
.cams being provided with hubs for engage- 
ment with a chain or other flexible meudjer, 
ind an operating- lever connected to said 
chain for shifting the latter, to rotate said 
cams in either direction at wilt, substantially 
as described. 

3. In a motor-carriage or other automobile 
conveyance, a motor, a driving-shaft con- 
nected therewith, a driving-axle on said car- 
riage, a countor-shaft supported by said driv- 
ing-shaft and said axle, and in parallel rela- 
tion thereto and adjustable in the arc of a 
circle concentric ^\■itll said driving-shaft, a 
positive driving connection between said 
counter-shaft and axle, a series of clutch 
mechanisms on said driving-shaft, loose gears 
thereon in mesh with gears fi.Kcd on sai«' 
countcv-shaft, said clutch mechanisms being 
operated to engage said loose gears for rotat- 
ing said counter-shaft at varying speeds, and 
for rotating it in either direction, a scries of 
rotating cams operatively located relative to 
the clutch-levers of said clutch mechanisms, 
a flexible medium engaging said cams, and a 
lever coiinocied to .said floNible medium for 
shifting the latter, substantially as described. 

■Jr. In a motor-carriage or otliorautuiuobile- 



couveyance, a motor therefor adapted to use 
an-explosive element, as gasolene, for a mo- 
tive force, a ciriving-shaft connected with 
said motor, and suitably connected to the 
driving-axle of said conveyance, a dynamo 
forgeneratingan electric current for igniting 
said cxplo.sive element in said motor, suitable 
connections between said dynamo and said 
motor, and means for rotating the armatui'e 
of said dynamo, consistingof a suitable driv- 
ing connection between said driving-shaft 
and a pulley GO loose. on the aiiiiature-shaft 
67, a collar 6f), secured to said shaft, and op- 
positely-located arms OS, pivolally supported 
on said collar, the ends of which arms are 
held in contact with the hub GO", of said pul- 
ley by a suitable .spring 71, whereby, by the 
rotation of said pulley said shaft is rotated, 
substantially as described. 

5. In a motor-carriage having its front and 
rear axles rigidly secured to the frame thei-e- 
of, said front axle having wheels pivotally 
connected to its extremities for swinging in 
a horizontal plane, means for swinging said 
wheels foi' steering said carriage consisting 
of the arms 4!), secured to the pivoted studs 
on which said wheels revolve, rods 48, con- 
necting said arms 40 with a forked lever 47, 
wliich lever is fixed to a sprocket-wheel 46\ 
supported in a horizontal plane on said front 
axle,asprocket-chainengagingsaidspro(;ket- 
wheel 45' and a second sprocket-wheel 45, on 
one end of a steering-post -ld\ to the opposite 
end of which is secured suitable means for ro- 
tating said post, subsUmtially as described. 

G. In a motor-carriage orother automobile 
convej'ance, a suitable motor, a driving-shaft 
connected therewith, a con nter-slia ft, suitable 
connections between said counter-sliaft and 
tlie driving-axle of said carriage, aud m'eans 
for driving said counter-shaft at variable 
rates of speed and in either direction, consist- 
ing of a series of loose gears of ditferent di- 
ameters on said driving-shaft having flanged 
pulleys secured to tlie sides thereof, clutch 
mechanisms rotating with said driving-shaft 
for engaging said pulleys, and fixed gears of 
different diameters secured on said counter- 
shaft and in mesh with said loose gears, com- 
bined with a series of rotating camsforoper- 
ating said clutcli mechanisms, one atatime, 
d'iring theii' rotation in one direction only, 
and a chain engaging with and rotating said 
earns, and means for movingsaid chain, sub- 
stantially as described. 

7. In a motor-carriage or other automobile 
conve3'ance, a motor, a driving- shaft con- 
nected to said motor, a counter-shaft having 
I suitable connection with tho driviug-axle 
of said carriage, aseriesof loose gears on said 
driving-shaft and fixed gears on said coun- 
'er-shaft in mesh with said loose gears, clutch 
mechanisms on said driving-shaft for engag- 
ing said loose gears for rotating said coun- 
ter-shaft at ^'ariable speed.^in one direction, 
aud means on said diiving-shaft for rotating 
said counter-shaft in the opposite direction, 
consisting of an internally-toothed flanged 
pulley 12, secured to the side of one of said 
loose pulleys, as 7, a friction-driven pulley 
14, a gear 13 on the hub thereof, a yoke 15, 
having pinions 16 thereon, said j'oke having 
a bearing on the said hub of pulley 14, a clutch 
mechanism for engaging, and rotating said 
pulley 14, a cam-operated clutch-lever for op- 
erating said clutch mechanism, and means 
actuated by said clutch-le\'er for engaging, 
the said yoke 15 and preventing the rotation 
thereof during the rotation of said pulley 14, 
combined with means foroperatingsiiid cams, 
substantially as described. 

586,25L HENRY R, BIRD, Buffalo, N. 

Y. Motor- Vehicle. Filed Jan. 4, 1896. 

Patented June 29. 1997. Serial No. 

574,343. (No model.) 

My invention relates to improvements in 
apparatus for propelling vehicles, its object 
being to provide a construction applicable to 
therunning-gearof a vehicle, which primarily 
avoids a complexity of operative parts and 
which incidentally involves cheapness of con- 
struction and sijnple and easy control of op- 
eration. 

1. Inamotor-vehicle, thecombinatiou with 
vhe framework, an engine mounted thereon, 
a shaft parallel with the side beams of the 
frame and driven by the engine, and a disk 
secured to the front end of said shaft ; of col- 
lars surrounding the side bar's of the fi-ame 
in front of the disk, posts pivoted vertically 
to the upper sides of the collars, bearings at 
the upper ends of said posts, a second shaft 
journaled in tho bearings at right angles to 
the first shaft, a friction-vheel connected to 
said second shaft, means for adjustably hold- 
ing the friction- wheel in contact with the disk, 
and connections between the seco'nd shaft 
and tho wheels of the vehicle for propelling 
the same, as and for the purpose set forth. 

2. In amotor-vehicle, thecombinatiou with 
tho framework, an engine mounted thereon, 

.a shaft parar.el with the side beams of tba- 



500 

frame and driven by the engine, and a disk 
secured to the front end of said shaft; of col- 
lars sarroaoding the side "bars of the frame 
in front of the disks, bearings' "pivoted to the 
collars, a second shaft journaled.in the bear- 
ings at right angles to the first shaft, a fric- 
tion-wheel feathered on said second shaft, 
means for adjusting the f rictional contact of 
the disk and wheel, a rack, arras projecting 
vearwardly therefrom and surrounding the 
driven shaft on either side of the friction- 
wheel and in close proximity thereto, a gear- 
wheel meshing with the rack, and connections 
between the second shaft and the wheels of 
the vehicle for propelling the same, substan- 
tially as described. 

3. Inamotor-vehicle, tbecorabinationwith 
a framework, an engine mounted thereon, a 
shaft driven by the engine, and a disk secured 
to said shaft, posts pivoted to the side bars of 
the framework in front of the disk, bearings 
at the upper ends of aaid posts, a shaft jour- 
naled in said bearings at right angles to the 
first shaft, and a friction-wheel feathered on 
said shaft; of a second set of posts rigidly se- 
cured to the aide bars of the framework and 
having bearings iu their free ends, a lod rest- 
ing in said bearings one end of which is pro- 
vided with a head and is connected to the piv- 
oted posts, the other end being threaded, and 
a thumb-nut on the screw end whereby the 
friction-wheel is adjustably held in contact 
with the disk, as and for the purpose set forth. 

4. In a motor-vehicle, the combination with 
the framework, an engine mounted thereon, a 
shaft driven by the engine, a disk rigidly se- 
cured to said shaft, poete pivoted to the frame- 
work, bearings iu said pgsts, a second shaft 
journaled in said' bearings, a friction-wheel 
feathered on the shaft at right angles to the 
disk, an^ asecond set of posts rigidly secured 
to the framework and provided with bearings j 
of rods resting in said bearings and passing 
through the pivoted posts and extending for 
some distance beyond the same, heads secured 
to one end of the t'ods, coil-springs surround- 
ing said rods one end of which rests against 
the head and the other against the pivoted 
posts, and a thumb-nut on the fi-ee ^nds of 
the rods whereby the f qctiou-wheel is adjust- 
ably held in. contact with the disk, as and for 
the purpose set forth. 

5. In an apparatus for propelling vehicles, 
the combination with the framework, an en- 
gine mounted thereon, a shaft driven by the 
engine, a disk rigidly secured to the shaft, a 
second shaft journaled on the framework, a 
friction-wheel feathered on the second shaft 
at right angles to the disk, a rack connected to 
said friction-wheel, and connections between 
said second shaft and the rear wheels of the 
vehicle; of a vertic»l axle passing tbrongh 
the floor of the vehicle and having one of its 
ends journaled in a bearing on the framework 
beneath the floor and a crank at its upper 
end, a segmental gear secured to said azle 
near its lower end and in contact with tho 
rack, a ratchet-wheel secured to said axle 
just beneath the floor, a spring-pressed pin 
passing through the floor and in contact with 
the ratchet-wheel, a bell-crank lever secured 
to said axle above the pin, and connections 
between the pin and crank-handle for raieing 
the pin and locking the friction-wheel in po- 
sition, as and for the pnrpose set forth. 

G, In a motor-vehicle a device for turning 
the front guiding - wheels consiBting of a 
toothed fifth-whe^, a gear-wheel carried on 
an axle extending abov« the floor of the ve- 
hicle and provided with means for turning 
the Sim e, an intermediate gear-wheel inter- 
mesl lug with the post gear-wheel and the 
toott^ed fifth-wheel and elastic connections 
betw eeu two opposite side edges of the toothed 
fifth wheel and corresponding opposite side 
edges of either of the gear-wheels ail com- 
bined and operating as and for the pnrpose 
stated. 

7. In a motor-vehicle a device for turning 
the front guiding - wheels consisting of a 
toothed fifth-wheel, a gear-wheel carried on 
an axle extending above the floor of the ve- 
hicle and pcftvided with means for turning 
and locking and unlocking the same, an in- 
termediate gear-wheel intermesMng with the 
first gear-wheel and the toothed fifth-wheel 
and elastic connections between two opposite 
side edges of the toothed fifth-wheel and cor- 
responding opposite side edges of either of 
the'gear-wheels all combined and operating 
as and for the purpose stated. 

8- In a motor-vehicle, a device for turning 
the front guiding- wheels consisting of a 
toothed fifth-wheel, a gear-wheel carried on 
an axle extending above the floor of the ve- 
hicle and provided with means for turning 
the same, an intermediate gear-wheel inter- 
meshing with the first wheel and the toothed 
wheel, and elastic connections between two 
opposite side edges of the toothed fifth-wheel 
and corresponding opposite side edges of 
either of the gear-wheels, and aspring-pressed 
pin passing through the floor of the vehicle 
and in contact with the first gear-wheel for 



GAS. 

-ocking and unlocking the same, as and for 
the purpose set forth. 

589,531. HERMANN G. MEUMANN 

Bessemer, Ala. Velocipede. Filed Jan. 

21, 1897 Patented Sept. 7, 18^7. Serial 

No. 620.097. fNo model.,") 

]\Iy invention relates to vclocipedoy, and 
moi'O piirlicularl^' to that class of inventions 
^^ hich may be run singly or converted iiilo 
a tandem and driven by power other than 
manual. 

The object of the invention is to provide a 
iiiachine of tliihs "character in which the parts 
may bo quickly assembled to form Ihe tan- 
dem and which may be as readily separated 
and removed to allow the bicycles to be used 
separately and driven by foot-power. 

In this class of machines great diffieLiUy 
has been experienced heretofore iu devising 
means by which two bicycles of ordiiiavy and 
well-known construction may be coupled to- 
gether and furnish means for supporting an 
engine. 

Inthepresentcasethebicyclesused toforni 
the machine arc of the well-known type and 
are couplet! together in a simple manner, so 
that should the eiij^ino break down or the oil 
give out the engine may be removed and stored 
away and the riders may then propel their 
individual wheels by foot-power, or the meoli- 
anism may be left connected together. <>n\\,' 
the shortpower-shaftZ' (shown in Figure 1) is 
removed, and then the wheel maybe propelled 
li^' foot-power. 

AVith the above objects in view the inven- 
tion consists of certain features of construc- 
tion and combination of parts, which will be 
hereinafter set forth and claimed. 
■ In going downgrade the machine will run 
ahead of the engine-power, and by reason of 
the rollers falling into the enlarged portions 
of the sockets, with the engine- wheel running, 
as soon as the speed of the wheel lessens the 
rollers will be forced into the contracted ends 
of the sockets and cause the machine to be 
driven bj' the power transmitted from the 
engine. This construction also permits o£ 
one wheel turning faster than the other in 
turning short corners. 

It will be understood that bands will encir- 
cle the brake-wheel and extend to any suit- 
able point of the machine and be connected, 
so as to be tightened aroniul the brake-wheels 
to regulate the speed of the machine. 

Instead of using a gas-engine an electric 
motor may be substituted, such as shown in 
Fig. 8, in 'which 1 represents the motor, hav- 
ing its armatnre 2 provided with a worm 3, 
that engages a worm-wheel I, secured to tho 
driving-shaft of the machine. When driven 
by an electric motor, thfe storage-tank will be 
removed and a square box will besubslitnied 
to receive the storage battery, and the seats 
will be supported by said box. Clntches, as 
heretofore described, may be used ifl this con- 
nection, and the constrnctiou of parts will be 
substantially the same when this form of 
motor is used as when the gas-engine is used. 

J. lnavolocipede,thc combination with two 
bicycles of ordinary construction, and the 
frame of another bicycle, means for connect- 
ing tlie parts together, an engine-frame sap- 
ported by the bicycle-frames, the driving- 
shaft connected with the driving-shafts of 
the two bicj'cles, and connections between 
the engines and the driving-shafts for im- 
parting the m'ovemont of the engine to the 
driving-shaft, substantially as set forth. 

2. ,The combination with two bicycles and 
the frame of a third bicycle, said parts being 
removably connected together, of an engine 
supported by the several frames, provided 
with a crank-shaft connected to the piston- 
rods of the engine, a drive-shaft having a 
geared connection with the crank-shaft and 
with the ordinary drive-shafts of the two bi- 
cycles, substantially as sot forth. 

3. Inavelocipede,thocombinationwith two 
bicycles of tho usual or well-known coastruc- 
tion, and the frame of a bicycle removably 
clamped thereto, of an engine-frame, an en- 
gine supported by said frame, a crank-shaft 
to which the piston-rods of said engine are 
connected, gear-wheelslooselymounted upon 
the ends of said crank-shaft, a driving-shaft 
connected to the driving-sprockets of bicy- 
cles, gear-wheels on said driving-shaft in mesh 
with those on tho crank-shaft, clut^ohes con- 
necting said gear-wheels with said driving- 
sliaft, wlicreby the gear-wheels are caused to 
turn in unisoii with the driving-shaft, the 
construction being such that the gear-wheels 
may rotate faster than the ■\\'orkingof the en- 
gine, substantially asset forth, 

4. Thecombination with two bicyclcscf the 
usual and well-known construction, and tho 
frame of a third bicycle clamped thereto, of 
an eugtne t'ordriving thebic3'cles,asteering- 
lever, a rod connecting the steering-heads of 



the two bicycles and pivoted to t.ho stoorJng- 
lever, whereby when said lever is actuated, 
the. steering of the two bicycles will be rtiovcd 
in unison, substantially as set forth. 

589,710. PAUL FLUCKS, St. Louis, 
Mo. , assignor of one-half to Gotthold 
Langer, same place. Horseless Carriage. 
Filed Jan. 18, 1897. Patented Sept. 7, 
1897. Serial No. 619,587. (No model.) 
The object of my invention is to construotj. 
a horseless carriage or motor'- vehicle, wherein 
the driving-wheels of the same shall const! 
tute a part of the motor by which the vehi- 
cle is propelled.' In the present constraction 
no special mechanical connections are inter- 
posed between the motive power and the ve- 
hicle-wheels, the latter being directly acted 
upon by the expansive power of the com- 
pressed fluid with which tne supply-reservoir 
of the motor is charged. The fluid used and 
the method of charging the reservoir are im- 
material 80 far as the present invention is 
concerned. It may be compressed air or am- 
monia or other gas that may be conveniently 
conducted from the reservoir to the motor. 
By my construction a most desirable form of 
carriage results, inasmuch as a compact me- 
chanical arrangement is attainablp,. 

1. In a horseless carriage, a suitable car- 
riage-body, a reservoir mounted in connec- 
tion with the same, a series of fix^d radial 
arms independent of the wheels leading from 
the reservoir and having passages for con- 
ducting the fluid of the reservoir and causing 
the same to impinge against the wheels and 
drive the same in either direction, the center 
of said arms or spider being disposed sub- 
stantially in the line of the axis of rotation 
of the wheels, substantially as set forth. 

2. In a horseless carriage, a suitable car- 
riage-body, a reservoir mounted in connec- 
tion with the same and adapted to support 
the wheels, a series of arms having passages 
leading from the reservoir, a i-ing having a 
series of blades carried by, or forming a part 
of each wheel, the fluid confined within the 
reservoir being adapted to be led through the 
arms and impinge on the blades and drive 
the wheels in one direction or the other, sub- 
stantially as set forth 

' 3. In a horseless carriage, a suitable car- 
riage-body, a reservoir for the same, tubular 
extensions carried at the opposite ends of the 
reservoir and disposed in line of the axis of 
rotation of the wheels, a spider forming a 
part of each extension anid comprising a sq- , 
ries of arms having passages communicating 
with the tubular extension, a valve carried 
by each arm and adapted to be controlled by 
the operator, wheels carried by the spider, 
and a series of blades forming a part of each. 
wheel and adapted to be impinged upon by 
the fluid from \\\q reservoir, sijbstantiallyas 
set forth. 

4. In a horseless carriage, a suitable reser- 
voir,a dish-shaped spider carried ateach end 
thereof, suitablearms radiatingf rom the base 
of thespider and communicating with the res- 
ervoir, extensions forming each a continua- 
tion of each arm, passages formed in each. ex- 
tension communicating with the passage 
formed in the arm proper, a valve mounted 
at the juncture of each arm and its extension 
said valve having a port adapted to establish 
communication between the passage of the 
arm and either of the passages of theexten- 
sion-acm, the outer ends of the passages of 
the extension-arms being adapted to eject 
th^fluid supplied from the reservoir iu oppo- 
site directions; a series of blades carried by 
wheels and arranged ina circle concentric 
with the outer rim of the wheel, the said 
blades being adapted to be impinged by the 
fluid thus ejected from either one or the other 
of the said passages of the extension-arma, 
and the wheels thus be driven in one direc- 
tion or the other, substantially as set forth. 

5. In a horseless carriage, a suitable reser- 
voir, as^ider at each end of the same, a tubu- 
lar extension formingapart of the spider and 
communicating directly with the reservoir, a 
rotatable sleeve passed over said tubular ex- 
tension, a series of arms radiating from the 
periphery of the sleeve, a series of arms form- 
ing a part of the spider and having passages 
leading to the tubular extension, each arm' 
havingonepassage, aseriesofoxtension-arras 
for the. aforesaid arms, each extension-arm 
having two passages, a valve located at the 
juncture of tho passages of the extension- 
arms and the arms proper of the spider, a le- 
ver carried by each valve and adai>ted to co- 
operate with the arm of the sleeve adjacent 
thereto, means under the control of the op- 
erator for rocking the -sleeve in either direc- 
tion and thereby establish communication 
between the i)assage of each arm of the spider 
and either one of the passages of the exten- 
sion-arm, the outer ends of the passages of 
the extension-arms being deflp'^tcd in ODpo-_ 
site directions, a wheel earned by each spi- 
der, a ring carried by each wheel concentric- 



■\vitb. the outer rim of the -wheel and having ii 
series of blades, the ejecting ends of the pas 
sages of the extension -arms being located 
alongthe inner circle of theblade-ring, where- 
by the fluid ejected through either passage of 
the extension will impinge against the blades 
of the ring, and cause the wheel to rotale in 
one direction or the other, the controlling de- 
vices for the sleeve on one side of the carriage 
being independent of those on the other side, 
■whereby each wheel is under perfect control 
of the operator, substantially as set forth. 

C. In a horseless carriage, a'suitablest)ider 
having a tubular extension or bearing at the 
base thereof, a series of arms and extensions 
therefor radiating from one end of the exten- 
sion, a valve located at the juncture of each 
arm and its extension, a leversecured to each 
valve and disposed substantially in line with 
the arm of the spider and directed toward the 
tubular extension, a fork at the free end of 
each lever, a rotatable sleeve loosely embrac- 
ing the tubular extension, a series of arms 
radiating from the sleeve and corresponding 
in number to the number of valves or levers 
carried thereby, a pin projecting laterally 
from each arm of the slee^'e and adapted to 
be embraced by the fork of each valve-lever, 
a controlling-lever mounted on the body of 
the carriage, and intei'mediate connections 
between the controlling-lever and the sleeve 
for rocking the latter and controlling the es- 
cape of the fluid hold in the ^escr^'oi^, sub- 
stantially as set forth, 

7. In a horseless carriage, a suitable reser- 
voir, a spider for each end of the same, a tu- 
bular extension or bearing forming a part of 
the spider and carried at each end of toe res- 
ervoir, a spindle formed at tlie base of the 
spider and serving to support the wheel of the 
carriage, the axis of the spindle being in line 
of the axis of the tubular extension, the spi- 
der being adapted to convey the fluid from 
the reservoir against the wheel, and impart 
rotation to the same, substantially as set forth. 

593,248. WILLIAM C. SMITH, Gray, 
Me. Carriage or Cycle Motor. Filed 
May .8, 1896. Patented Nov. 9, 1897 
Serial No. 590,777. (No model.) 
My invention relates to improvements in 
motors for vehicles, and more particularly to 
motora adapted to be operated by the explo- 
sive force of gases. 

The drawings herewith accompanying and 
making a part of this application show the 
application of my improved motor to a bicy- 
cle hub and axle; but the same can be readily 
applied to other vehicles without changing 
the essential nature of my invention. 

1. In a vehicle-motor, in combination, a 
hollow axle, a hub, an annular piston adapted 
to reciprocate between said hub and axle, a 
cam-path in said piston, a cam-roll adapted 
to travel in said path and means for operat- 
ing said piston, substantially as and for the 
purposes set forth. 

2. In a vehicle-motor, in combination, ar. 
axle, a hub, a piston adapted to operate be- 
tween said axle and hnb and mechanism con- 
necting said hub and piston whereby the hub 
is catisod to rotate by the operation of the 
piston. 

3. In a vehicle-motor, in combination, a 
hollow axle, a hub, a water-jacket surround- 
ing the same, ports communicating between 
the holJow axle and the space between the 
hub and water-jacket, and means for supplj'- 
ing water thereto, substantially as and for the 
purposes set forth. 

4. In a vehicle-motor, in combination, an 
axle, a hub, a piston adapted to reciprocate 
in the space between said hub and axle, lon- 
gitudinal grooves in the axle orhub, and lon- 
gitudinal grooves in the piston adapted to 
register therewith, and antifriction-bearings 
In said grooves, substantially as and for the 
purposes set forth. 

6. In a vehicle-motor, in combination, an 
axle, a hub, a piston mounted and adapted to 
reciprocate bettveon said hub and axle, an 
irregular groove extending diagonally back 
and forth around said piston, that part of tho 
groove which receives the first impulse of 
the explosion bearing a comparatively acute 
angle to the length of the piston whereby the 
piston travels a considerable distance with a 
comparatively small rotation of tho hub, sub- 
atantiallyas and for the pui-poses set forth. 

6. In a vehicle-motor, in combination, an 
ftile, a hnb, a piston mounted in the space 
between the axle and hub and adapted to re- 
ciprocate therein, and an open space between 
the axle and piston and means for converting 
a spray of oil into vapor in said space thereby 
producing a cooling efCect, substrintially a^ 
and for the purposes set forth. 

7. In' a vehicle-motor, in combination, a 
hub, a hollow axle, an annular piston sur- 
rotinding said axle, ball-grooves In the axle 
fthd in the piston, adapted to register with 
each other, antifriction - bearings in said 



GAS- 

groovcs, a zigzag oara-path extending around 
said piston and a cam-roll in said hub adapted 
to travel in said cam-path, substantially as 
and for the purposes sot forth. 

S. In a vehicle-motor, an axle, hub, and a 
piston surrounding the axle, a cam-roll in the 
hub and a cam-path in the piston, that part 
of said groove through which the roll travels 
immediately after the explosion being nearly 
parallel with the length of the piston, sub- 
stantially as and for the purposes set forth. 

593,470. HENRY W. HEATON, 01- 

iieyville, R. I. Motor Vehicle. Filed 

May 5, 1896. Patented Nov. 9. 1897. 

Serial No. 590.284. (No model.) 

The object of the invention is to provide a 
now and improved motor -vehicle which is 
simple and durable in construction, easily 
started, stopped, and steered, and arranged 
to use oil or gas as the' motive agent for actu- 
ating the motor. 

The invention consists principally of a mo- 
tor comprisinga revoluble combustion-cham- 
ber from which extend a series, of cylinders, 
the piston.s of which are connected by suit- 
able mechanism with gear-wheels rolling off 
on a fixed gear-wheel. 

The invention also consists of certain parts 
and details and combinations of the same, as 
will be fully described hereinafter and then 
pointed out in the claims. 

1. A motor-vehicle, compriBing a ivehicle- 
body mounted on a front axle carrying front 
wheels and on a rear axle canying rear 
wheels, a motor held on the vehicle-body and 
comprising a revoluble combustion-chamber, 
a main driving-shaft on which the combus- 
tion-chamber is fastened, a transmitting de- 
vice between the said main driving-shaft and 
tho rear axle, cylinders opening into the said 
combustion-chamber, a fixed intei-nal gear- 
wheel, a series of gear-wheels in mesh with 
the said fixed gear-wheel, and an intermedi- 
a-te mechanism between the said pistons and 
the said series of gear-wheels, to rotate the 
latter, substantially as shown and described. 

2- A motor-vehicle provided with a motor 
comprisinga revolul^le combustion-chamber, 
a series of cylinders opening into the said 
combustion-chamber, a fixed internal gear- 
wheel, a series of gear-wheels in mesh with 
the said fixed gear-wheel, and intermediate 
mechanism between the pistons of the said 
cylinders and the said series .of gear-wheels, 
to rotate the latter, substantially as shown 
and described. 

3. A motor-vehicle provided with a motor 
oompi-ising a revoluble combustion-chamber, 
a series of cylinders opening into the said 
combustion-chamber, a fixed internal gear- 
wheel, a series of gear-wheels in mesh with 
the said fixed gear-wheel, intermediate mech- 
anism between the pistons of the said cylin- 
ders and the said series of gear-wheels, to ro- 
tate the latter, and a support held on the said 
cylinders and carrying the said series of gear- 
wheels, substantiailyas shownand described. 

4. A motor comprising a revoluble com bns' 
tion-chamber, cylinders openingint^ the corn- 
bus tion-oh amber, pistons in the cylinders, a 
fixed internal gear-wheel, gear-wheels mesh- 
ing with the fixed wheels and provided with 
crank-pins, pivoted levers having one end con- 
nected to the piston-rods, and links connect- 
ing, the other ends of the levers with the 
crank-pins of the said gear-wheels, substan- 
tiallj" as described. 

5. A motor comprising a revoluble combus- 
tion-chamber, cylinders opening into the said 
chamber, pistons in the cyhnders, a fixed in- 
ternal gear-wheel, wheels meshing with the 
internal gear-wheel and provided with crank- 
pins, levers fulcrumed between their ends 
and having their inner ends loosely connected 
with the piston-rods, and .links connecting 
the outer ends of the levers with the crank- 
pins of the gear-wheels, substantially as de- 
scribed. 

6. A motor-vehicle provided with a motor 
comprising a revoluble combustion-chamber, 
a eeriesof cylinders opening into the said 
combustion-chamber, a fixed gear-whe^l, a 
series of gear-wheels in mesh with the said 
fixed gear-wheel, intermediate mechanism be- 
tween the pistons of i/oe said cylinders and 
the said series of gea^r-wheels, to. rotate the 
latter, and a fixed plate having inlet-ports and 
exhaust-ports adapted to register with ports 
in one ei^d of the said combustion-chamber, 
substantially as shown and described. 

7. A motor-vehicle provided with a motor 
comprising a revoluble combustion-chamber, 
a series of cylindere opening into the said 
combustion-chamber, a fixed gear-wheel, a 
series of gear-wheels in mesh with the said 
fixed gear-wheel, intermediate mechanism 
between the pistons of the said cylinders and 
the said series of gear-wheels, to rotate the 
latter, a fixed plate having inlet-ports and 
exhaust-ports adapted to register with ports 
in one end of the said combustion chambei", 
and an oil-pump connected with the said in- 



50/ 

let-porL and adapted to be aotnated from the 
said revolving combustiou-chamber, substan- 
tiailyas shown and described. 

8. A motor-vehicle provided with a motor 
comprising a main driving-shaft, a combus- 
tion-chamber secured on said shaft and pro- 
vided with a series of ports in one end, a fixed 
plate having inlet and exhaust ports adapted 
to register with poris in the ends of the com- 
oustion-chamber, the inlet-port being con- 
nected with a suitable source of supply of the 
motive .agent, a series of cylinders opening 
into the said combustion - chamber, pistons 
operating in the said cylinders, levers con- 
nected with the piston-rod of the pistons, gear- 
wheels having crank-pins connected with the 
said levers, and an internal lixed gear-wheel 
in mesh with the said gear-wheels, substan- 
tially as shown and described. 

9. A motor-vehicle provided with a motor 
comprising a main driving-shaft, a combus- 
tion-chamber secured on said shaft and pro- 
vided with a series of ports in one end, a fixed 
plate having inlet and exhaust ports adapted 
to register with ports in the ends of the com- 
bustion-chamber, the inlet-port being con- 
nected with a suitable source of supply of the 
motive agent, a series of cylinders opening 
into the said combustion-chamber, pistons 
operating in the said cylinders, levers con- 
nected with the piston-rodof the pistons, gear- 
wheels having crank-pins connected with the 
said levers, an internal fixed gear-wheel in 
mesh with the said gear-wheels, the said gear- 
wheels being supported on a ring fastened to 
the said cylinders, and an electric igniting 
device in the said combustion-chamber and 
adapted to be actuated when the combustion- 
chamber is rotating, substantially as shown 
and described. 

10. A motor-vehicle provided with an elec- 
tric ignitingdevicecomprislngfixed insulated 
pins connected with one end of a battery, a 
a star- wheel adapted to engage the said pins, 
a contact -wheel secured on the shaft of the 
said star-wheel and extending within the com- 
bo ati on-chamber, and a fixed contact-plate 
adapted to be engaged at its free end by the 

points of the sfiid contact-wheel, substantially 
as shown and described. 

11. A motor-vehicle provided with an elec- 
tric igniting device comprising fixed insulat- 
ing-pins connected with one end of a batter3', 
a star-wheel adapted to engage the said pins, 
a contact-wheel secured oh the shaft of the 
said star- wheel and extending within the com- 
bustion-chamber, a nxad contact-plate adapt- 
ed to be engaged at its free end by the points 
of the said con tact- wheel, and a combustion- 
chamber mounted to turn and carrying the 
shaft for the said wheels, so that the combus- 
tion-chamber, in rotating, causes the star- 
wheel to make contact with the pins and to 
be rotatcdby the latter,substantiallvas shown 

,and described. 

594,338. RANSOM E. OLDS, Lansing, 

Mich, Motor Carriage. Filed Sept. 18, 

1896. Patented Nov. 23, 1897. Serial 

No. 606,245. (No model.) 

My invention relates to that tj-peof motor- 
caryiage iu which the motive power is pro- 
duced by a gasolene-motor; and the object of 
my invention is to produce a road-vehicle that 
will meet most of the requirements for the or- 
dinary uses on tho road ^rithout complicated 
gear or requiring engine of great power and 
to avoid aU unnecessary weight. 

To this end ray invention provides for a 
light and strong frame, of which the engine 
and the rear shaft of the vehicle are the com- 
ponent members and upon which the body is 
supported by springs. 

It further provides a simple transmission- 
gear which directly transmits the motion from 
the engine-shaft, arranged transversely of the 
carriage, to the rear axle and which provides 
for three different speed-gears under the easy 
and prompt control of a single lever, giving 
the necessary changes of speed required for 
tne different purposes of level roads and hills 
and for sta-rting and backing, all so arranged 
that it is not possible to pass from one rate 
of speed to the other without the wheels be- 
ing entirely thrown out of gear before a new 
speed is given, while atthe same time motion 
is transmitted without shock. 

1 preferably use a body which aft'oixis con- 
venient room underneath the seat to store 
pway therein the electric igniter for the en- 
gine, the latter being of any preferred known 
construction of the type in which the speed 
is controlled by an autotnatic governor, so 
that after starting the engine by hand when 
the vehicle is first started it is kept running 
during all the contingencies of travel. 

The forward extension of the engine-frame 
is also further utilized to form a complete 
tight casing by means of a removable iron 
casing Y, secured between the supporting- 
frame c. This easing keeps out the dust and 
dirt, and may be partly filled with oil to lu- 
bricate the crank-shaft and its connection- 



502 



GAS. 



Willi the pifiton-rod. 

1. In a motor-carriage, a supporting- frame 
compriaing the front aod rear axle, a yoke 
extending above the rear axle and in which 
the latter is journaled, in end bearings, and 
a reach rigidly connecting said yoke with the 
front axle and composed of the engine-frame 
having its rear end bolted to said yoke and 
ita forward end exten ding beyond the engine- 
aiiaCtand united with the frontaxle by truss- 
rods, substantially as described. 

2. In a motor-carriage> the fcombination of 
aspring-snpported body, a supporting-frame 
of which the engine-frame constitutes a cen- 
tral rigid reach connecting the front axle with 
a yoke carrying the rear axle, an engine- 
shaft journaled in the engine-frame and ex- 
tending to opposite sides the'reof, a chain-gear 
between one end of the engine-shaft and the 
rear axle, a medium and fast belt-drive con- 
necting the opposite end of the engine-shaft, 
controlling devices and front wheels support- 
ed ou stub-axles having vertical pivot-bear- 
ings in the ends of the front axle and steer- 
ing connection therefor. 

3. In a motor-carriage, a supporting- frame 
in which the engine-frame forms a component 
])art of a central reach rigidly connecting the 
front axle with the rear axle through the me- 
dium of a ;oke provided with end bearings 
in wjiich the rear axle is journaled, and vari- 
able transuiission -gear fr^m the engine to 
said rear axle. 

4. In a motor-carriage, a supporting-frame 
in which the engine-frame forms a component 
part of a central react rigidly connecting the 
front axle with the rear axle throuch the me- 
dium of a yoke provided with end bearings 
in which the rear axle is journaled, an en- 
gine-sliaftsupported in the engine-frame and 
extending on opposite sides thereof, a chain 
transmission-gear connecting one end of said 
shaft to the rear axle, and two variable belt- 
drives connecting the other end of the shaft 
to the icar axle. 

5. In a motor-carriage, a supportiog-frame 
in whicli tlie oirjjine-frame forms a component 
part of a central reach rigidly connecting the 
frame with the rear axle through the medium 
of a yoke provided with fend bearings'in which 
the rear axle is journaled, an engine-shaft 
supported in the engine-frame on opposite 
sides thereof and variable transmission-gear 
connecting the opposite ends of the engine- 
shaft with the rear axle and a single control- 
ling device. 

6. In a motor-carriage a supporting-frame 
la which the engine-frame forras a component 
part of a central reach rigidly ooniiectiog the 
front axle wibh the rear axle through the me- 
dium of a yoke provided with end bearings 
in which the rear axle is journaled, an en- 
gincTshaft journaled in the engine-frame and 
extending to opposite sides thereof, a chain 
transmission-gear connecting one end of said 
engine-shaft with the rear axle and provided 
with a reversing-elutch, variable belt-drive 
connection connecting the other end of the 
engine-shaft with the rear axle and a single 
eontroUi 'g-shaft for the transmission-gear. 

7. In a motor-carriage, a supporting-frame 
of which the engine-frame forms a component 
part of a central reach rigidly connecting the 
front axle with the rear axle through the me- 
dium of a yoke supported by end bearings 
upon the rear axle, an engine-shaft supported 
in the engine -frame and extending trans- 
versely on opposite sides thereof, a chain 
transmission-gear from one end of the en- 
gine-shaft to the rear ajle and comprising a 
sprocket-wheel loose upon the engine-shaft 
and formed with two flanged heads, one of 
which forms the loose member, of a*fricti&a- 
clntch for imparting forward motion to the 
rear axle, and the other forming the member 
of a reversing-olutch for imparting motion in 
the reverse direction to the rear shaft. 

8. In a motor-carriage, a supporting-frame 
of which the engine-frame forms a component 
part of a central" reach rigidly connecting 
the front axle with the rear axle through the 
medium of a yoke supported by end bear- 
ings upon the rear axle, an engine-shaft sup- 
ported in the engine-frame, a chain trans- 
mission-gear from one end of the engine- 
shaft to the rear .ixle and comprising a 
sprocket-wheel loose upon the engine-shaft 
and formed with two flanged heads, each of 
which forms a member of a friction-clutch, 
one for transmitting motion in one direction 
and one for transmitting motion in theother 
direction. 

9. In a four-wheeled motor -carriage the 
combination with the engine-shaft supported 
in fixed parallel relation with the rear drive- 
axle, of a chain d,rive-gear connecting said 
engine-shaft with the rear axle aud compris- 
ing a loose sprocket-wheel on the engine-shaft 
provided with two flanged heads H' tP, the 
hoad W forming the fast member of a fric- 
tion-chitoh for imparting motion in one di- 
rection and the reversing friction-cluteh com- 
posed of the-loose head K provided with a 
brake-strap operated by the controlling-staff, 



the pinions J carried by said head, and the 
gear I, all arranged to operate as described. 

10. In a four-wheeled motor-carriage the 
combination with the engine-shaft supported 
in fixed parallel relation with tha rear drive- 
axle, of a chain drive-gear connecting said 
engine-shaft with the rear axle and compris- 
ing a loose sprocket-wheel on the engine-shaft 
provided with two flanged heads H' H*'', one 
of whioh forms the member of a friction- 
clutch for imparting motion in one direction 
and the other of which forms the member of 
a frietion-clntch for imparting motion in the 
other direction, and the controlling-staff s s' 
having the aetuating-cams r s~ for throwing 
said clutches in or oat of gear, 

11. In a four-wheeled motor-carriage, the 
combination with the engine-shaft supported 
in fixed parallel relation with the rear diive- 
axle, of achain-gear opp rated by intermediate 
friction-clutches on the engine-shaft for im- 
parting motion in opposite directions and 
two drive-belt chain connections operated by 
belt-tighteners of the controlling-staff 5 s', 
the cams r s^ s^ .s* on said shaft, aud actaat- 
ing-gear connection for ope rating the friction- 
clutches and belt-tighteners by turning the 
staff in various prescribed positions, sub- 
stantially as described. 

12. In a four-wheeled motor-carriage, the 
combination with front axle fast with the 
frame of the stub-axles formed with the goose- 
neck and vertical pivot-pins engaging in ver- 
tical bearings in the eud of the front axle 
and steering connection with said axles. 

595,203. BARTON L. PECK, Detroit, 
Mich. Motor Vehicle. Filed Mar. 24, 
1897. Patented Dec. 7, 1807. Serial No. 
628,955. (No model.) 

1. In a motoi-vchiclc, the combination with 
tlvobody of the vehicle and the motor secured 
beneath the same, of a box surrounding said 
motor open it its forward and rear cuds for 
the purpose described. 

2. In a motor-vehicle, the combination with 
the body of the vehicle and the motor secured 
beneath the same, of a front or dash board for 
snid bodyinclined rearward from top to bot- 
tom and the downward .side extensions c and 
bottom c forming an open-ended box around 
said motor for llie purpose described. 

■3. In a motor-vehicle, the combination with 
thedrive-shaft, the driven wheel, and itsaxle, 
of a rock-frame pivoted on said axle, a shaft 
journaled in said rock-frame, having a gear 
connection with said wheel, and a belt con- 
nection with said drivo-shaCt, and means for 
rocking said frame to tighteu or loosen the 
bell.. 

4 In a motor-vehicle the combination with 
the drive-shaft, the driven wheel and it«axle, 
of a- rock-frame pivoted to said axle, a shaft 
journrjcd in said rock-frame having a gear 
^.unucctio^ with said wheel and a belt con- 
nection to said drive-shaft, a brake foL- said 
wheel, and connections whereby said rock- 
shaft may be rocked in one direction to tighten 
said belt aud when rocked in lliu opposite di- 
rection will apply tite brake. 

0. In a motor-vehicle, the combination with 
the drive-shaft and the driven wheel, of ari 
interniediale shaft having a belt connection: 
to said drive-shaft, and a gear connection to 
said wheel and a yieMing bearing in which 
said shaft is journaled permitting the gears 
undersuracicutprcssuretothrowoutof mesli. 

(J. In a motor-vehicle the combination with 
tlie drive-shaft, the driven wheel and its axle, 
of a roek-framc pivoted upon said axle, a 
shaft journaled in said rock-frame, having a 
pivoted bearing at its inner end, and a yield- 
ing spring-pressed bearing at its onter end, a 
pmion at the outer end of said shaft, mesh- 
ing with a gear-wheel on said wheel, apnllev 
at the inner end of said shaft, a pulley on 
the drive-shaft, a belt connecting said pulle5^s 
and means for rocking said frame to tighten 
or loosen said belt. 

7. In a motor-vehicle, tho combination with 
the drive-shaft, thedrivcn wheel and its axle, 
of a rock-frame pivoted to 6aiu axie, a shaft 
journaled in said roek-frame, having a belt 
connection with said drive-shaft, an internal 
gear-\yheel secured to said driven wheel mesh- 
ing with the pinion on said shaft, a brake- 
strap extending around the periphery of said 
interrml gear, and connections between said 
bi-ake-shaft and roek-framc and means for 
locking the latter, whereby the rocking in 
one direction tightens tlie bolt and in theop- 
po.'^ite direction tightens the brake-strap. 

8. In a motor-vehicle, the combination with 
the diivo-shaft, the driven wheel and its axle, 
of a rock-frame pivoted to said axle, a shaft 
journaled in said rock-frame having a belt 
connection with said drive-shaft, an internal 
goar-wJicelsecared tosaid driven wheel mesh- 
ing wiih the pinion on .•;aid shaft, a brake- 
.strapexionding around the poriphery of said 
internal gear-wheel, a lever pivoted tosaid 
rock-franio to which the ends of said brake- ■ 
strap are secured on the opposite sides of the 



fnlcruni, a controlling-levor an*! connections- 
between said onntrolling-lcver and eaid rock 
frame, and a lever pivoted thereto, wliorclty J* 
irfovcment in one direction will tighten the 
belt and in the opposite direction will apply 
tho brake. 

597,042. LUTHER H. WATTLES, 

Providence, R. I., assignor, by direct and 
mesne assignments, of three-fourths to the 
WattlcJi Steam and Gas Engine Company, 
same place, and Byron C. Davis, Brooklyn, 
N. Y. Motocyjie. Filed Dec. 7. 1805. 
Pal<^nted Jan. U. 1808. Serial No. 
571,338. (No model.) 
My inveutioQ relates to imprbveAietits in 
motocycles; and it con.-jists in providing a 
cycle or other device intended for carriage or 
transportation purposes with a motor mech- 
anism composed of a gas-engine and an elec- 
tric motor and a power-generator adapted to 
generate aud supply the gas and electricity 
required to supply the gas-engine and motot 
mechanisms and in so arranging and combin- 
ing the same with the cycle oi* like device as 
will make a whole apparatus operative and 
complete in construction and efficient and 
economical in its operation. 

The object of my invention is to provide 
Circles, carriages, or the like with a light, com- 
pact, and effective motor mechanism and to 
combine therein the requisite and maximum 
degree of capacity with the minimum of 
weight and size and toaccomplish such other 
desirable ends incidental thereto, as will be 
more fully explained hereinafter and will be 
referred to more particularly in the claims. 
In tho accompanying drawings, and in 
which similar letters refer to similar parts 
throughout the several views, which are part 
of this specification and are to be taken in 
connection therewith, Figure 1 represents a 
side elevation of a cycle provided with my in- 
vention. This figure shows the power-gen- 
erator, consisting of a series of hydrogen-gas 
and electricity generating cups secured at the 
upper part of the frame in a basket or holder 
which carries them and which is secured to 
the frame, as will be more fully ^escribed 
hereinafter. The gas-engine mechanism and 
the electric motor are also shown in their re- 
spective positions on other portions of the 
frame and to which they are suitably con- 
nected. The connections between the gener- 
ator and the engine and motor are also rep- 
resented, and the devices for controlling the 
snpply of the gas and electricity thereto are 
also herein shown. 

The nature of the system of generating 
and using hydrogen gas and electricity as a 
motive power in connection with this inven- 
tion can be more fully understood by refer- 
ring to another invention of mine, for which 
Letters Patent No, 583,104 were granted to 
meonMay25, 1897, entitled "S3'stemof gen- 
erating and using hydrogen gas and elec- 
tricity," and the character of the construc- 
tion and operation of the gas-engine mech- 
anism herein referred to can also be more 
clearly understood by referring to Letters 
Patent No. 577,567, dated February 23, 1897, 
entitled " Gas - engine," which were also 
granted to me for said invention. 

The operation of my invention will now be" 
described. The generators are charged by 
preparing each of the cups with its respec- 
tive components of electrodes and dilute sul- 
f uric-acid solution and adjusting them in po- 
sition in the basket by means of its fasten- 
ings to the cycle-frame, as already described. 
The gas and electrical connections with the 
engine and electric-motor devices are then 
adjusted and the whole apparatus is ready 
for use, as the gas and electricity commence 
to generate as soon as the connections are 
complete. The,ridermay then mount the cycle 
and commence to ride it, as with an ordinary 
cycle, by operating the pedal-shaft mechan- 
ism, and which causes the engine mechanism, 
through thegear connections therewith, to op- 
erate simultaneously with the movement of 
the cycle. This gives the start to the engine 
requisite to the operation of gas-engines gen- 
erally and without the necessity of liaving or 
using a balance-wheel, as ordinarily required. 
At the same time olecVicity is generated in 
the generators, and the circuit through the 
induction-coil and engine -electrodes being* 
complete the electric sparks are produced 
within the engine that are necessary for the 
ignition of the gas. Tixo electric motor, whicU 
receives the larger part of the electric cur- 
rout generated in the generators, converts it 
into mechanical power, which is transmitted 
through its belt oonnectioa to the engine 
crank-shaft, and with the engine cooperates 
in supplying power to the pedal-shaft of the 
cycle and thus cause the propulsion of the 
latter. The electric current is controlled by 
vhe switch on the upper center of the cycle- 
frame and convenient for access to the rider. 



The gas-SKpply to the engine is equally well 
under his control, as the same manipulation 
as that required for the operation of the brake 
mechanism actuates the cut-off devices, as 
already explained, and by reason of the elastic 
character of the bolster-spring, against which 
thecat-off compresses the gas-duct^ the utility 
of the brake mechanism is not otnerwise af- 
fected or impaired. In other words, the bol- 
ster-spring will resist the pressure of the cut- 
off sufficiently to completely close the duct by 
compression, but will yield to allow the brake 
to come in contact with the wheel-tire to ef- 
fect the requisite braking power on the latter 
when desired. 

The motor-shaft can be provided with a 
loose pulley for its belt connection, so as to 
allow it to remain at rest without removing 
the belt, while the cycle is being used with 
foot-power exclusively or in connection with 
the power of the engine mechanism. 

The engine mechanism can be disconnected 
by removing one of the gears connecting the 
pedal-shaft with the crank-shaft, when* de- 
sired, and the cycle i» to be used by foot- 
power alone. 

The a-dvantage of this invention consists of 
the manner in which the necessary power 
generating^ and connecting mechanisms are 
devised, and in the minimum size, weight, 
and compact construction thereof, and in the 
means of connecting the same to the frame of 
the device without changing, only in a very 
slight degree, the ordinary style and make of 
foot-power cycles, and in effecting these re- 
sults without causing: interference with the 
movement-s of the rider in any way. 

The method of generating both gas and elec- 
tricity in the same generators and providing 
mechanism for their joint conversion into 
dynamic power and itsapplieution to the pro- 
pulsion of a cj'cle or like device is new and 
of great economy and advantage as well. 

My invention has been referred to aa adapt- 
ed to a cycle; but it can be seen that it can 
be applicable to anykind of a bicycle, tricy- 
cle, motocycle, carriage, or device for trans- 
portation purposes in which power is re- 
quired and which can provide for the sup- 
port of the geaeratoi's and engine and motor 
mcch/i.iiisms and having a driving-shaft with 
which I he said mechanisms can be connected. 

Ilaving thus described my invention, what 

1. In a cycle,the combination of a generator 
of gas and electricity, a gas-engine mechan- 
ism secured to the cycle-frame and having 
a duct connection with the gas-generating 
apparatus of the generator and having means 
for transmitting the power of its crank-shaft 
to the pedal-shaft of the cycle, an electric 
motor having conductor connections with the 
electrodes of the generatorandhavingmeans 
for transmitting its power to the pedal-shaft 
of the cycle, and the pedal-shaft having a 
connection with the driving-wheel shaft of 
the cycle, substantially as specified. 

2. In a cycle, the combination of a generator 
of gas and electricity, a gas-engine mechan- 
ism secured to the cycle-frame, an electric 
motor also secured to the cycle-frame, a gas- 
duet connecting the generator with the gas- 
engine and having a cut-off mechanism there- 
for, electric conductors connecting the gen- 
erator with the electric motor, and having a 
switch mechanism therein, a crank-shaft for 
the engine having a pulley-and-belt connec- 
tion with the electric-motor shaft and means 
for transmitting its power to the cycle-wheel- 
driviug shaft, and the cycle-wheel-driving- 
shaft mechanism connected with the crank- 
shaft mechanism, substantially as specified. 
- 3. Inacycle,thecombinationofagenerator 
of gas and electricity, a gas-engine mechan- 
ism secured to the cycle-frame, an electric 
motor-also <=:ecured to the cycle-frame, a gas- 
duct connecting the generator with the gas- 
engine, electric conductors connecting the 
generator with the electric motor, and having 
an induction-coil in circuit therewith, elec- 
tric conductors connecting the induction-coil 
with the electrodes of the gas-engine, a crank- 
shaft for the engine having means for trans- 
mitting Its power to the cycle pedal-shaft and 
having means for receiving the power of the 
3lectric motor, aud the pedal-shaft having 
means for transmitting its power to the driv- 
ing-shaft of the cycle- wheel, substantially as 
specified. 

4.' In a cycle, the combination of a generaioi 
of gas and electricliy, a gas-engine mechan- 
ism secured to the cycle-frame, a gas-duct 
connecting the generator with the engine, 
electric conductors connecting the generator 
wilh the ighiting-eleclrodesof the engine and 
the ensrine provided wiUi means foi' transmit- 
ting its power to the driving-wheel of the cy- 
clft, substantially as specified. 

5. Inacycle, the combination of a genera tor 
of gas and electricity, a gas-engine mechan- 
ism secured to the cynle-iiarae, a ga-s-duct 
connecting the generate)' with the eugine, 



GAS 

electric conductors connecting the generator 
with the igniting-electrodes of the engine and 
having a spark-coil mechanism in circuit 
therewith, and the eugine provided with 
means for transmitting: its power to the driv- 
ing- wheel of the cycle, substantially as speci- 
fied. 

G. In a cycle, the combination of a generator 
of gas and electricity, a gas-engine mechan- 
ism and an electric motor having connections 
with the gas and electric generating devices 
of the generator aud having means for trans- 
mitting their united power to the driving- 
wheel mechanism of the cycle, substantially 
IS specified. 

7. In a cycle, the combination of a generator 
of gas, an enfiue mechanism secured to the 
frame of the cycle, a gas-duct connecting the 
generator with the engine provided with a 
cut-(. If mechanism for controlling the supply 
of the gas to the engine, the crank-shaft hav- 
ing a bearing connected with the cycle-frame 
aud having means for transmitting its power 
to the pedal-shaft, and the pedal-shaft hav- 
ing a driving-wheel mechanism and having 
means for receiving the power of the crank- 
shaft, substantially as specified. 

8. In acycle, the combination of a generator 
of gas, an engine mechanism secured to- the 
frame of the cycle, a gas-duct connecting the 
generator with the engine provided with a 
cut-off mechanism for controlling the supply 
of the gas to the engine, and which is actu- 
ated by the brake mechanism of the cycle, 
the crank-shaft having a bearing connected 
wilh the cycle-frame and having means for 
transmitting its power to the pedal-shaft, aud 
the pedal-shaft having a driving-wheel mech- 
anism and having means for receiving the 
power of the crauk- shaft, substantially as 
specified. 

9. In combination with the frame of a cycle, 
having a gas-generator and an engine mech- 
anism connected there\vith, a cut-off device 
adapted to control the supply of the gas in the 
ductleadingtothe engine, and a bolster mech- 
anism adapted to receive the pressure of the 
duct when compressed by the cut-off mechan- 
ism and to thereby cause the prevention of the 
flow of the gas to the engi ne through the duct, 
substantially as specified. 

10. In a cycle having a power mechanism 
consisting 6f a gene;rator of gas and electricity, 
a gas-engine and an electric motor, secured 
thereto, the generator mechanism secured to 
the cycle-frame by means of thebracket mech- 
anism connected with the head, and another 
bracket mechanism secured to the upright, 
aud adapted to support the generator mech- 
anism in position therewith, substantially as 
specified, 

11. In a cycle having a power mechanism 
consisting of a generator of 'gas and electricity, 
a gas-engine and an electric motor, secured 
thereto, the generator mechanism secured to 
the cycle-frame by means of the bracket mech- 
anism and the spur device connected with the 
head, and another bracket mechanism and 
•spur device secured to the upright and by 
means of which, the generator mechanism is 
secured and retained in position and in a de- 
tachable manner therewith, substantially as 
specified. 

12. Inacycle,afram6havinggenerator-sup- 
portiug devices consisting of a bracket and a 
spur device secured to the head portion there- 
of, and a spur and a bracket provided with 
screw-support for the generator secured to the 
upright section thereof, aud by means of 
which the generator-carrier can be detachably 
connected therewith, substantially as speci- 
fied. 

13. The means for propelling a motocycle 
consisting of a combined generator of gas and 
electricity connected with a suitable section 
thereof, and a gas-engine, an electric motor 
connected therewith and each of which is 
adapted to con vert the gas and electricity from 
the generator into dynamic power and having 
means for transmitting said power to the driv- 
ing-wheel mechanism of the device, substan- 
tially as specified. 

597,389. WILLIAM R. BULLIS, Chat- 
ham, N. y. Gasoline Engine. Filed 
June 16, 1897. Patented Jan. 18, 1898. 
Serial No. 641,029. (No model.) 

My invention relates to that class of vapor- 
engin.j designed for use in driving bicycles 
nr other wheeled vehicles, and has for Us 
object to provide a simple, inexpensive,. du- 
'uble. and easily-controlled vapor-engine in' 
whicli the liability of the cylinder becoming 
lieaied to too high a degree is materially re- 
O.nced, and also has for its further object to 
"imxrove the construction of the igniting 
means and other details of the device; and it 
consists in the construction hereinafter de- 
■icribed, and more particularly pointed out in 
the claims. 



503 



1. In a vapor-cnginc, tlio conibi nation with 
the oil-reservoir, the ongiue-cylinder, and tlie 
oil-supply pipe loading from said reservoir, 
of a jiipc communicating at one end with said 
supply-pipe and at its other end with said 
cylinder, said pipe being coiled around said 
cylinder and entirely outside the same, so as 
to bo partially surrounded by atmospheric 
air, whereby the oil is quickly converted into 
vaporandexcessiveheating is prevented, and 
means for controlling the supply of vapor 
from said cojls to the engine-cylinder, as and 
for the purpose set forth. 

2. In a vapor-engine the combination with 
a pair'of cylinders, the pistons, tlie reservoii' 
aud T-couplIng between tlie cylinders, of a 
pipe extending from the reservoir to one 
branch of said coupling, the pipes extending 
from the other branches of said coupling to 
the reservoir and coiled entirely outside of 
and around the cylinders, and tJio valves for 
cr-ntrolling the admission of vapoi- to the cyl- 
inders from the coils, as and for the. purpose 
set forth. 

3. In a vapor-engine, the combination with 
a pair of cylinders and the pistons thcroin, of 
tlie plugs eacli screwed at one end into tliu 
firing-chamber of a cylinder and extendin'g 
outward beyond said cylinder, the outer end 
of each plug being formed with a supply and 
exhaust passage extending substantially at 
right angles with each otlier aud the inner 
eud of each plug being formed to provide a 
chamber opening at one end -into the r.ylin- 
der and at the other end into both of said pas- 
Sages, spring-pressed valves seated in said 
supply-passages and moved from Llieir scats 
by the suction created by tlio outward stroke 
of the piston, spring-pressed valves seated in 
said exhaust-passages and having stems pro- 
jecting outward beyond the plugs, and means 
engaging said stems for forcing the .same 
away from'their seats, as and for the purpose 
5et forth. 

4. A vapor-engine, having a pair of cylin- 
ders with pistons therein, a plug screwed at 
one end into the firing-chamber of each cylin- 
der and extending outward beyond the same, 
the outer end of each plug being formed with 
a supply and exhaust passage extending at 
right angles with each other aud the Inner end 
of the plugs being formed to provide a cham- 
ber opening at one end into the cylinder and 
at its other end into both of said passages, 
spring-pressed valves seated in said supply- 
passages and moved from their seats by the 
suction created by the outward stroke of the 
pistons, spring-pressed valves seated in said 
exhaust-passages and having stems project- 
ing outward beyond said plugs, a rocker-arm 
pivoted between the plugs and having its ends 
alternately to engagethestems of the exhaust 
valve to force said valves from their seats, 
means for operating said rocker-arm, a T- 
conpling between the plugs, an oil-reservoir, 
a pipe extending from the reservoir to one 
branch of the coupling, and pipes extending 
from the other branches of the coupling to 
the supply-passages in the plugs and coiled 
around the cylinders and igniters, as and for 
the purpose set forth. 

5. In a vapor-engine, the combination with 
the cylinder, a piston and a conta(?t-piece car- 
ried by the piston, of a plug screwed in said 
cylinder, a sleeve extending through the plug 
and insulated therefrom, the inner end of 
said sleeve being formed for a seat, a rod ex- 
tending loosely through the sleeve and hav- 
ing at its inner end a head seated on the in- 
ner end of the sleeve, a spring encircling said 
rod for holding the head to its seat, a bent 
rigid arm eN:teuding from said plug,.a flat 
spring extending from one end of said rod 
and engaging the arm, and a contact-piece 
projecting from said head into the path of 
the first-mentioned contact-piece, as aud for 
the purpose set forth. 

6. In a vapor-engine, the combiuatioa with 
the cylinder,a piston aud.a rigid contact-piece 
carried by said piston and having an open 

center, of a plug attached to said cylinder, a 
sleeveextending through the plug and formed 
to provide a seat at its inuer end, a. rod ex- 
tending loosely through the sleeve and hav- 
ing its inner end engaging said seat, a con- 
tact projecting from tho iiinor end of the rod, 
a spring encircling taid rod by holding its 
inner end lo its, scat, and a flat spring en- 
gaged with unUl rod at ono end and with a 
stationary ahntment at its other end, as and 
for the purposf set forth. 

7. Tlie combination of a pair of engine-cyl- 
indors, a plug attached to each of said cylin- 
ders, a spring-pressed tj.xhaust-valve in each 
plug, the pistons and the vehicle-axle with 
which the pistons are connected. ;n pinion on 
said axle, a gear meshed with said pinion, a 
rockur-arm pivoted between said plugs and 
having its euds arranged to engage said valve- 
stems directly, and force ihe valves one at a 

.time from their seats, and a valve-rod hav-- 



504 

iug one end pivoted to one end of said rock- 
shaft and its other end pivoted to-said gear, 
as and for the purpose set forth. 

8. The coml)inatiou with a vehicle-axle, pis- 
tons connected therewith, a pair of engibe- 
cylinders, a T-eoupling between said cylin- 
ders, a plug for each cylinder, having supply 
atid exhaust passages, a supply and exhaust 
valve in each of the plugs, arock6i--arm piv- 
oted between said plugs and arranged to en- 
gage the stems of the exhaustrvalves directly, 
connections between the rocker-arm and the 
axle, a reservoir, a liquid-supply pipe ex- 
tending from the reservoir to one member of 
theT-coupling, vapor-supply i)ipes extending 
from the other branches of said coupling, to 
the supply-passages in the respective plugs 
and coiled around said cylinders and an ig- 
niter, as and for the purpose set forth. 

699,912. JAMES McGEORGE, Cleve- 
land, Ohio. Locomotive Hand-Car. 
Filed Nov. 2, 1895. Patented Mar. 1, 
1898. Serial No. 567,755. (No model.) 
My invention relates toa new and improved 
locomotivehand-ear, and more particularly to 
a locomotive hand-car which derives its mo- 
tive power from the use of gasolene or a simi- 
lar hydrocarbon. 

It also in the same connection relates toim- 
provoments in gasolene-engines which shall 
adapt them for use in such a vehicle and to 
other improvements in gasolene-engines. 

The objects of my invention are, first, topro- 
vide a locomotive hand -car of very light 
weight, &^ that a man of ordinary strength 
can take it off and put it on the track with- 
out difficulty and handle the sameeasily any- 
where; second, to provide a locomotive hand- 
car, deriving its power from gasolene, having 
very few parts; third, to provide a gasolene- 
engine for use in locomotive hand-oars which 
shall be effective and durable without requir- 
ing water-jackets around its cylinders or 
other like means for keeping it cool; fourth, 
to provide in a gasolene .- engine improved 
means of igniting the charge within the cyl- 
inder; fifth, to provide an improved gear and 
mechanism for actuating the valves of a gas- 
olene-engine; sixth, to provide improved 
means of vaporizing the gasolene as it is 
passed into the engine ; seventh, to provide im- 
proved means of preventing leakage around 
the igniting device of a gas or gasolene en- 
gine; eighth, to provide for use in gasolene- 
engines an improved piston-head which shall 
fit securely and operate with very little fric- 
tion, to prevent heating as much as possible; 
ninth, to provide a light and efficient motor 
adapted to the propulsion of light vehicles 
anywhere; tenth, to provide an improved 
feeding and vaporizing device for gasolene- 
engines. I accomplish these objects of my 
invention by tbe mechanism shown in the ac- 
companying drawings. 

1. In a gasolene- engine the combination of 
an un jacketed engine - cylinder B, made of 
comparatively thin meta.1 with heavy ribs on 
the exterior to enable the same to radiate its 
heat readily and at the same time secure the 
required strength containing a series of ex- 
haust-ports f/, just within the outer end of the 
stroke of its piston; a piston therein consist- 
ing of a main body with a cap portion C, 
with a rabbeted ring C", between which suit- 
able packing-rings are fitted into the rabbeted 
grooves of the ring C"; a suitable inlet-valve 
E, Into said cylinder, a suitable auxiliary ex- 
haust-valve F', into the bottom of said cylin- 
der; a suitable igniting device with means 
for actuating the .same coacting together for 
the purpose specified. 

2. In a gasolene-engine the combination of 
an unjacketed ©ngioe- cylinder B, made of 
comparatively thin metal heavily ribbed on 
the exterior to enable the same to radiate its 
heat readily and at the same time be of the 
required strength containing exhaust-ports gr, 
lust within the outer fitroke of its piston; a 
piston therein suitably connected to deliver 
the forceof the explosion and acquiring force 
to return the same; an auxiliai-y exhaust- 
valve at the bottom of the cylinder through 
which the residuary spentgases are exhausted 
after the principal exhaust through the port 
g; for the purpose of providing a non-heating 
gas or gasolene engine cylinder as specified. 

3- In a gasolene- engine the combination of 
an unjacketed engine -cylinder B, made of 
comparatively thin metal heavily nbbed on 
the exterior to enable the same to radiate itg 
heat readily and at the same time be of the 
required strength containing exhaust-portage 
just within the outer stroke of its piston; a 
piston therein suitably connected to deliver 
the force of the explosion and acquiring force 
to return the same; for the purpose of pro- 
viding a non-heating gas or gasolene engine 
-jylinder as specified. 

4r. In a gasolene-engine the combination 
with an engine-cylinder of the chamber D', 



GAS. 



at the bead thereof; a stationary post ff, pro- 
jecting into said chamber and supported in 
an insulating material H' ; a reciprocating pin 
G', opposite'said post H, reciprocating in a 
suitable casing 6; an annular enlargement 
on said pin beveled to seat itself like a valve; 
a spring i, acting upon the pin G', to hold it 
away from the post H; an arm K, pivoted 
above and to one side of the pin G', and pro- 
jecting over the upper end of the same; a 
spring K', parallel with and below the arm K, 
of greater tension than the spring t; a cam- 
wheel L, having cam projections thereon to 
act upon the arm K; and suitable connections 
from cam -wheel L, to moving parts of the 
engine so that the cam will press the jiin G', 
against the post H,and will allow it to separate^ 
when the cam passes to produce a spark to 
ignite the charge in the engine-cylinder as 
specified. 

5. In a gasolene -engine the combination 
with an engine-cylinder of the chamber D', at 
the head thereof; a stationary post H, pro- 
jecting into said chamber and^ supported in 
an insulating material H' ; a reciprocating pin 
G', opposite said post H, reciprocating in a 
suitable casing G; a spring t, acting upon 
the pin G', to hold it away from the post H; 
an arm K, pivoted above and to one side of 
the pin G', and projecting over the upperend 
of the same; a spring K , parallel with and 
below the arm K, of greater tension than the 
spring t; a cam-wheel L, having cam projec- 
tions thereon to act upon the arm K; and 
suitable connections from cam -wheel L, to 
moving parts of the engine so that the cam 
will press the pin G', against the post H, and 
will allow it to separate when the-cam passes 
to prodaceaspark to ignite the charge in the 
engine-cylinder as specified. 

6. In an igniting device for a gasolene- 
engine the combination of ^a stationary insu- 
lated pin; a reciprocated pin opposite thereto 
adapted to contact therewith; a light spring 
for holding said reciprocating pin away from 
the stationary pin; and suitable raeansof ac- 
tuating the reciprocating pin; a spring be- 
tween said means and the pin of greater 
strength than the spring supporting the pin 
to permit of the parts being forced tight to- 
gether and compensate for wear so that the 
lighter spring will separate the reciprocaliing 
pin and the stationary one when pressure is 
released to induce an electric spark as speci- 
fied. 

7. In a gasolene-engine the combination of 
an unjacketed engi ne-cylinder with thin walls 
to enable it to radiate its heat readily with 
exhaust-portage just within the outer stroke 
of its piston; a piston therein suitably coh- 
neeted to deliver the force of the explosion; 
a second exhaust-valve at the bottom of the 
cylinder through which the residuary spent 
gases are exhausted to provide a nOn-heating 
gas or gasolene engine cylinder for the pur- 
pose specified. 

8. In a gasolene-engine the combination of 
an unjacketed engine-cylinder with thin walls 
to enable it to radiate heat readily with a se- 
ries of exhaust-ports just within the outer 
strokeof itspiston; a supply-pipe for said cyl- 
inder with means of evaporating the gasolene 
directly into the cylinder to cool the same; a 
piston within said cylinder suitably connected 
to deliver the force of the explosion ; a second 
exhaust at the closed end of the cylinder 
through which the residuary spent gases are 
exhausted to provide a non-heating gasolene- 
engine for the purpose specified. 

600,754. BENJAMIN C. VANDUZEN, 

Winton Place, Oliio. assignor, by direct 
and mesne assignments, to the Vanduzen 
Gas and Gasoline Engine Company, of 
Cincinnati. Ohio. Gas Engine. Filed 
June 15, 1891. Patented Mar. 15, 1898. 
Serial No. 396,404. (No model.) 

1- In a gas-engine, the combination of a 
valve for admitting carbureted air and gas to 
the gas-cylinder, and an oscillatory rod C" 
pivotaliy connected to the stem C'of the said 
valve and substantially axially coincident 
with the said stem C-,and rod J laterally pivot- 
ally connected to rod C^ and at substantially 
right an gles thereto, and the governor for actu- 
ating said rod J and mechanism, sub.stantially 
as described for actuating said valve, sub- 
stantially as and for the purposes specified. 

2, In a gas-engine, the combination of the 
compound valve having the valve ?/, and 
valve C^. chnmbcrs n' and f, the valves being 
on a common stem C, and the latter pivot- 
ally united to a stem C", connected to a stem 
J, operated by the governor, and stud G^ ele- 
vated by recipvocatory mechanism, and a 
spring C', arranged on the stem C\ for de- 
pressing the compound valve when the latter 
is not elevated by stud G^, all in combination, 
substantially as and for the purposes speci- 
fied. 

3. In a gas-engine, the combination of the 



valve for supplying carbureted air or gas to 
the engine, and the igniter- valve, reciproca- 
tory lever G' carrying the stud G^, for en- 
gagement with the stem df the valve C^, and 
the hook or projection G^ for engagement with 
the projection D" of the valve-stem of the 
igniter-valve, and means substantially as de- 
scribed for returning the valves and their 
studs, substantially as and for the purposes 
specified. 

4. In a gas-engine, the combination of the 
compound valve n and 0"^, chambers n' and t, 
valve-stem C', stem C, pivot uniting them, 
spring C^ for depressing the valve, governor 
and stem J, for moving the stem C^ laterally, 
igniter-valve, stem D", and spring D", for 
holding same closed, reciprocatory lever G', 
hook G'', thereof, projection D'^ of stem D", 
to be actuated by hook G""', and stud G^ for 
the actuation of stem 0^ in opening the com- 
pound valve, substantially as and for the pur- 
poses specified. 

5. In a gas-eugiae, the combination of the 
compound valve n and C", chambers n' and t, 
valve-stem C*, stem C^, pivot uniting them, 
spring C for depressing the valve, governor 
and stem J, for moving the stem C^ laterally, 
igniter-valve, stem D'*, and spring D", for 
holding same closed, reciprocatory lever G', 
hook G'' thereof, projection D" of stem D", to 
be actuated by hook G', and stud G^ for the 
actuation of stem C in opening the compound 
valve, the projection D", acting as the abut- 
ment for the upper end of the spring D'^, and 
projection D'^ being the lower abutment, sub- 
stantially as and for the purposes specified. 

6. In a gas-engine, the combination of the 
compound valve n and C^, chambers n' and t^ 
valve-stem C, stem C^, pivot uniting them, 
spring C for depressing the valve, governor 
and stem J, for moving the stem C^ laterally, 
igniter-valve, stem D'^, and spring D^\ tot 
holding same closed, reciprocatory lever G', 
hook 6^, projection D", means for rendering 
the projection D'^ adjustable in relation to 
the length of the stem D'*, substantially as 
and for the purposes specified. 

7. In a gas-engine, the combination of the 
compound valve n and C^, chambers n' and t. 
valve-stem C, stem C^ pivot uniting them, 
spring C" for depressing the valve, governor 
and stem J, for mo\'ing the stem 0^ laterally, 
igniter- valve, stem D", and spring D", for 
holding same closed, reciprocatory lever G', 
hook G'^, projection D^''', means for rendering 
the projection T>^~ adjustable in relation to 
the length of the stem D", and projection D^^ 
between which and projection D" is located 
spring D*'^, substantially as and for the pur- 
poses specified. 

8. In a gas-engine, the combination of the 
compound valvehavingthevalven, and valve 
0^, chambers n' and t, the valves being on a 
common stem C*", and the latter'pivotally 
united to a stem C^ connected to a stem J, 
operated by thegovernor,andstud G^ elevated 
by reciprocatory mechanism, and a spring C,' 
arranged on the stem C*, for depressing the 
compound valve when the latter is not ele- 
vated by stud G\ the stem C^ being compound 
and united by screw connections, for impart' 
ing to it capacity to be lengthened and short 
ened, substantially as and for the purposed 
specified, 

9. The combination of the valve, stem C*, 
compound and united by a screw connection 
for rendering it capable of being lengthened 
or shortened, spring C for holding valve down, 
pivoted stem C^, governor and means for en- 
abling the latt? to "^ove the stem to one side, 
lever G', stud GHhereof, for contact with stud 
C^, and projection G^ thereof, igniter- valve, 
stem D", abutment D'", and spring D", and 
projectiou D^^, D^^, adjustable, for the stem 
D'*, and for contact with projection G'^, sub-- 
stantially as and for the purposes specified. 

601,440. BRITAIN HOLMES, Buffalo, 
N. y. Motor-Vehicle. Filed Nov. 9, 
1895. Patented Mar. 29, 1898. SerialNo 
568,432. (No model.) 
My invention relates to certain improve- 
ments in conveying vehicles or vessels driven 
by gas, gasolene, or other engines, whereby 
the wagon or other vehicle may be made to go 
forward orbackormoveat any rateof speed, 
from its maximum speed downward, while go- 
ing in either direction, or to stop moving en- 
tirely at any time without in any way inter-^ 
f ering with the speed or continuous operation 
or action of the engine, all of which will be 
fully and clearly hereinafter described and 
claimed, reference ieing had to the accom- 
panying drawings. 

I have shown the rear wheels as adapted to 
run independently, in the ordinary manner, 
on their axles ; but the two wheels may be rig- 
idly secured to the axle, so that both will 
turn together, or two friction-gears may be 
used to operate both wheels at the same time. 
However, either construction is immaterial. 



1 have shown the propelling device connected 
to oue wheel as a suitable means for clef^rly 
and fully illustrating my invention and its 
operation. 

It is well known that a gas-engine or gaso- 
lene or other similar engine cannot be con- 
trolled in its action or started or stopped with 
the same ease and convenience as a steam- 
engine. Consequently thp office of my im- 
proved device is to perform all these opera- 
tions without interfering with the inotion of 
the engine, the engine beiqg only the driver 
of theintermediatevarying-speed mechanism 
used to operate the propeller. 

1. The combination, with a conveyance pro- 
vided with a motor and a propeller, the shaft 
of the motor being provided with a driving- 
disk, of a frame movable across the face of 
the disk and in a line with the axis thereof, 
a shaft journaled in the frame provided with 
a driven disk and with means for transmit- 
ting motion to the propeller, means for man- 
nally moving the disk across the face of the 
driving-disk and means for automatically 
moving it in a line with the axis thereof dur- 
ing a portion of the manual movement, sub- 
stantially as set forth. 

2. The combination, with a con vey ance pro- 
vided with a motor and a propeller, the sliaft 
of the motor being provided with a driving- 
disk, of a frame movable across the face of 
the "disk and in a line with the axis thereof, 
a shaft journaled in the frame, one end of 
which is provided with a driven disk and the 
other end is provided with means for trans- 
mitting motion to the propeller, a roller for 
engaging with the frame and forcing said 
disks apart, and means for rao\'ing the frame 
across the face of the driving-disk, substan- 
tially as set forth. 

3. The combination, with ?. conveyance, of 
vei'tical bars secured thereto, a plate secured 
to the bars, a motor upon the plate, the shaft 

■ of which is provided with a driving-disk, a 
frame movable across the face of tlie disk, a 
shaft journaled in the frame one end of which 
is provided with a driven disk and the other 
end is provided with a sprocket-wheel, a roller 
npon one of the bars in the path of the frame, 
a handle for moving the frame past the roller, 
and a sprocket-chain, substantially' as set 
forth. 

4. Thecombinatiou,withaconveyance pro- 
vided with a motor and a propeller, the shaft- 
of the motor being provided with a driving- 
disk, of a frame movable across the face of 
the disk, a shaft journaled in the frame, one 
end of which is provided with a driven disk 
and the other end isprovided with means for 
transmitting motion to the propeller, means 
for moving the frame, a rod connected with 
the frame at one end and having its opposite 
end passed throngh a bearing, a spring upon 
the rod, and a nut for adjusting the tension 
of the spring, substantially as set forth. 

60U545. LEON BOLLEE. Le Mans, 
France, Self-Propelling Vehicle. Filed 
June 4, 1896. Patented Mar. 29, 1898. 
Serial No. 594,317. (No model.) Pat- 
ented in France Dec. 4, 1895. No. 252,326; 
in England Apr. 20, 1896, No. 8,306; in 
Belgium Apr. 20, 1896, No 120,944; in 
Germany Apr. 22, 1896, No. 91.438 ; in 
Luxemburg May 23, 1896. No. 2,521; in 
Italy May 25, 1896, XLI.677 ; and in Swit- 
zerland May 26, 1896, No. 12,593. 
The self-propelle(3 vehicle formingthe sub- 
ject of the present invention comprises the 
following five principal parts: first, the mo- 
tor; second, the frame; third, the transmis- 
sion-gear; fourth, the brake, and, fifth, the 
mechanism for engaging and disengaging the 
motor, for changing the speed of the vehicle, 
and for actuating che brake. Each of these 
main parts and their details are represented 
in the accompanjing drawings, in which — 

Figure 1 is a longitudinal elevation of the 
autocar forming tlie subject of the present 
invention. Fig. 2 is a plan of the same, cer- 
rain portions being shown in longitudinal 
horizontal section. Figs. 3, 4, and 5 are de- 
tail views, on an enlarged scale, representing 
chiefly the governing-gear and valves of thi 
motor. Fig. 6 is a sectional elevation, and 
Figs. 7 and 8 are plan views illustrating the 
steering mechanism. 

1. In « ve|iicle the combination with a sup- 
porting-frame and hangers pivotally connect- 
ed therewith, of an axle supported in the 
hangers, a wheel snossisd on the axle, a pal- 
ley oh thebossof the wheel, a baud encircling 
the pulley and having its ends fixed to the 
frame and adapted to effect a braking action 
on the wheel when the axle is shifted in one 
direction. 

2. In a venicle the combination with a sup- 
porting-fi'ame and hangers pivotally connect- 
ed therewith, of an axle supported in the 
hangers and adapted to be shifted back and 
forth. a wheel mounted onthe axle, a driving- 



GAS. 



shaft and gearing between the latter and the 
said wheel, said gearing being adapted to 
transmit motion to the axle when the latter 
is shifted in one direction and to free it from 
snch motion when the axle is shifted in the 
opposite direction. 

3. In a vehicle, the combination with a sup- 
porting-frame and hangers pivotally connect- 
ed therewith, of an a.xle supported in the 
hangers and adapted to be shifted as de- 
scribed, a wheel mounted on the axle, a driv- 
ing-shaft and gearing between the latter and 
the axle, said gearing comprising a pulley 
fixed to the wheel, a second or driving pulley, 
and a belt engaging both pulleys, said belt 
adapted to be tightened when the wheel-axle 
is shifted in one direction and to be slackened 
by shifting the axle and wheel in the oppo- 
site direction, and a hand-lever and connec- 
tions for shifting said axle. 

4. In a vehicle the combination with a sup- 
porting-frame and hangers pivotally connect- 
ed therewith, of an axle supported in the 
hangers and adapted to be shifted as speci- 
fied, a wheel mounted on the axle, a driving- 
shaft and gearing between the latter and the 
axle, saidgearingconsistingof a transversely- 
movable shaft, a sleeve on the latter shaft 
and movable transversely therewith but ro- 
ta,table independently thereof, variable gear- 
wheels mounted on the said sleeve and the 
driving-shaft and adapted to be brought into 
engagement as described, a toothed disk on 
the sleeve and rotatable and transversel^r 
movable with the latter, a pulley having an 
intern ally- toothed rim with which the toothed 
disk gears, a pulley fixed to the wheel on the 
axle and a belt engaging the two pnlleys, as 
specified. 

o. In a vehicle the combination with a sup- 
porting-frame, of a vertically-arranged sleeve, 
a rod pivotally arranged within said sleeve, 
a bracket or arm connected to the said rod, a 
second bracket or arm pivotally connected at 
one ^d to the first bracket, a wheel supported 
in said second bracket and hinge sections or 
leaves connected to the opposite end of the 
second bracket and to the first bracket, as 
specified. 

B. In a vehicle the combination with a sup- 
porting-frame, of vertically-arranged sleeves 
at opposite sides of the frame, rods pivotally 
arranged within the sleeves, brackets or arms 
connected to said rods, a second series of 
brackets or arms pivotally connected at one 
end to thefirst brackets or arm3,a wheel-axle 
supported in each of the said second series of 
brackets, hinge sections or leaves connected 
to the opposite end of the latter brackets and 
to the first series of brackets and a transverse 
rod, pivotally connected to the said first se- 
ries of brackets, as specified. 

7. In a vehicle the combination with a sup- 
porting-frame, of vertically-arranged sleeves 
at opposite sides of the frame, rods pivotally 
arranged within the sleeves, brackets or arms 
connected to said rods, a second series of 
brackets or arms pivotally connected at one 
end to the first brackets or arms, a wheel- 
axle supported in each of the said second se- 
ries of brackets hinge sections or leaves con- 
nected to the op^site end of the latter brack- 
ets and to the first series of brackets, a trans- 
verse rod pivotally connected to the said first 
series of brackets, an arm on the upper end 
of one of the pi vo tally-arranged rods, a hand- 
wheel carried by said arm, a pinion on the 
shaft of the hand-wheel, a rack-lever engag- 
ing said pinion, and an arm or lever jointed 
at one end to the rack-lever and secured at the 
opposite end to the said pivotally-arranged 
rod. 

8. In a vehicle the combination with a 
driven wheel, an axle supporting said wheel 
aod adapted to be shifted as described, of a 
driving-shaft, variable gearing between the 
latter and the wheel, a brake device and a 
single operating-lever, and means Intenne- 
diate the latter and the axle and thesaid gear- 
ing whereby said lever is adapted \o effect 
transmission of power from the driving-shaft 
to the said wheel, cut off such transmission 
of power, effect a change of gear to vary the 
speed of the vehicle, and also to effect a brak- 
ing action upon the wheel, as may be desired. 
- 9. Ina vehicle the combination with a driv- 
itig-shaftj ft fly-wheel thereon, a governor de- 
vice, and a rod movable transversely by said 
governor a vehicle-wheel and driving mech- 
anism between the latter and the driving- 
shaft, of a motor comprising a cylinder and 
piston, a,flne or chimnej', admission and ex- 
haust valves therein, jointed levers connect- 
ing said exhaust-valve with the said trans- 
versely-movable rod, an oscillatory lever se- 
cured to the latter rod and having an inclined 
surface, a gear-wheel geared to the driving- 
shaft, a cam on said gear-wheel, a second os- 
cillatory lovei* carrying a roller operated by 
the cam to oscillate the latter lever, a tjtirrup 
hinged to the said second oscillatory lever, 
having an inclined sucface adapted to engage 
the inclined surface on the first oscillator_y 



505 

lever as described, and said stirrup and the 
first oscillatory lever having hook portion^ 
adapted to engage in the manner specified. 

602,594. DANIEL BEST, San Leandro. 

C<il. Oil-Vapor Traction-Engine. Filed 

Sept. 14, 1896. Patented Apr. l*^), 1898. 

Serial No. 605.728. (No model.) 

My invention relates to improvements in 
what are known as "traction-engines." 

It consists, essentially, in the combination, 
with bearing and driving wheels and a con- 
necting-frame, of hydrocarbon- vapor -pro- 
pelled engines and mechanism by which the 
power applied through the engines maybe 
varied to suit the load, and in details of con- 
struction, which will be more fully explained 
by reference to the accompanying drawings. 
■ The object of this invention is to provide a 
self-propelled engine capable of drawing 
loads upon the roads and which is specially 
adapted fo be u.sed in countries where water 
cannot be obtained in necessary quantities 
for the use of steain-engiues. To this end I 
have adapted for my purpose a series of hy- 
drocarbon-vapor engines. 

The tanks for the petroleum or hydrocar- 
bon liquid to be used are situated at any suit- 
able or convenient point upon the frame of 
the machine, as shown at r, and from these 
tanks the hydrocarbon may be pumped or 
otherwise delivered to the carbureter by any 
well-known means. 

A certain amount of water is necessary to 
surround the cj'linders and valve-chambers 
in order to prevent too great a heat by the 
constant explosions, and in order to preserve 
this water and use it over and over under con- 
ditious where a good supply is not obtainable 
I employ a system of pipes so arranged, as at 
s, that the water is constantly circulated 
through these pipes and around the jackets 
of the engines. After leaving the jacket of 
the cylinders the water passes into these pipes, 
which form a long continuous series and zig- 
zag back and forward, being exposed to the 
air, so that the temperature of the water will 
be cooled down sufficiently before it is again 
carried around the cylinder-jackets. 

1. A traction-engine comprising a frame 
and supporting and driving wheels upon 
which it is mounted, an engine consisting of 
two sets of cylinders mounted in pairs one 
behind the other and each cylinder having 
the top and bottom of its open end formed 
with longitudinal slots or channels, cross- 
heads or pi ns projecting from the pistons and 
slidable in said slots, detachable connecting- 
rods uniling said cross -heads whereby the 
cylinders of each pair may be used together 
or the rearmost piston disengaged and only 
one pair be employed, connections between 
the pistons of the foremost cylinders and a 
crank -shaft, and gearing intermediate be- 
tween said crank-shaft and the driving-wheels 
whereby power is transmitted thereto, land a 
carbureter intermediate of the adjacent ends 
of the cylinders and connections between the 
same and said cylinders. 

2. A traction-engine comprising in a single 
structure, pairs of horizontal engines with 
the ci'linders of each pair independently 
coupled in line, pistons recipVocating in the 
cylinders, having pins or cross-heads extend- 
ing from them and -rods detachably connect- 
ing said rods with the cross-heads, a carbu- 
reter, verticallydisposed in the space between 
the adjacent ends o^ the pairs of cylinders 
and means connecting said carbureter with 
each cylinder. 

3. In a traction-engine, the main and en- 
gine frame mounted upon bearing and trac- 
tion wheels, an engine supported thereon con- 
sisting of two pairs of horizontally-disposed 
cylindei-s, each pair having their pistons de- 
tachably connected, a vertical carbureter 
standing in the space intermediate between 
the adjacent ends of the four cylinders, con- 
nections between the carbureter and the in- 
let-passages, and between the exhaust-pas- 
sages of each of the cylindei-s and the carbu- 
reter whereby the exhaust products of all the 
engines in operation are passed therethrough. 

4. In a traction-engine, a main frame, bear- 
ing and traction wheels upon which it is sup- 
ported, an engine consisting of two pairs of 
horizontally-disposed cylinders standing in 
line, pistons reciprocating therein, exterior 
connections between each of the lineal pairs 
of pistons and connections between the fore- 
most pistons and a crank-shaft through which 
power is transmitted to the traction-wheels, 
means for disengaging the rearmost pistons 
from the foremost whereby the power of only 
one pair of ejlindersAviU be used, a vertical 
carbureter situated between the adjacent 
ends of the four cylinders, inlet and exhaust 

I passages from the engines connecting with 
\ said cyiindersa,nd cam-actuated levers where- 
] by the valves are alternately opened and 
I closed at proper intervals. 



506 

■5. In a traction-engine, a mniu frame, t rae- 
tion and steering wheels, and iuterntediat© 
elastic supports between the~ frame and the 
wheela as KhoWD, an engine consisting of four 
horizontal cylinderscoupled togetber in pairs, 
one behind the other, with detachable con- 
necting-rods between the pistons of the front 
and rear cylinders, a verticaUy-disposed car- 
bureter standing between the adjacent ends 
of the cylinders, supply -pipes extending 
therefroin to the inlet-valve of each cylinder 
and passages from the exhaust-valves of the 
cylinders to the carbureter, supplemental ex- 
haust-pipes connecting with the cylinders and 
leading therefrom to the exhaust -chamber 
above the carbureter whereby the hot ex- 
haust products may be partially diverted so 
as not to pass through the carbureter. 

6. In a traction-engine, amain frame, bear- 
ing and traction wheels upon which said frame 
iS8upported,asuppleraental frame havingits 
rearend hinged to the main frame and the 
front end carrying journal-boxes of a front 
steering-wheel, springs G and G' forming in- 
dependent concentric coils and forming a ful- 
crum connection between the main and sup- 
plemental frames substantially ag described. 

7. In a traction-engine, main bearing and 
driving wheels, a framework and propelling- 
engines mounted thereon, a gearing inter- 
posed between the engines and the driving- 
wheels whereby poWor-is applied to advance 
the machine, a pinion eccentrically mounted 

,so as to be engaged with or disengaged from 
.tbe'raain gears, one of said gears being alid- 
able upon a feather in the shaft so as to be in- 
directly connected with its fellow through the 
^^inion whereby the direction of the machine 
'may be re versed,, and a friction-clutch con- 
'ijisting of disks fixed to the sleeve which car- 
ries the driving-gear, clamping-rings connect- 
ing with the cri^nk-shaf t which passes through 
said sleeve, and mechanism whereby the rings 
may be clamped to the disk to impart motion 
to it and the gears are disengaged therefrom 
to allow the gears to be shifted with relation 
to the pinioTTto reverse the engine. 

8. In a traction-engine, a frame, driving 
and steering wheels upon which the frame is 
supported, a crank-shaft journalcd upon the 
frame, and enginesfrom which power is trail s- 
raitted to said shaft, gear-wheels intermediate 
between the crank -shaft- and the driving- 
wheels, and a pinion eccentrically mounted 
BO as to be engaged with or disengaged from 
the main gears, one of said gears being also 
slidable upon a feather so as to be indirectly 
connected with its fellow through the pinion, 
■whereby the movement of the machine may 
be reversed, 

-i). A reversing mechauism consisting of a 
gear-wheel fixed upon a shaft to which power 
is to be transmitted, a parallel shaft with a 
gear slidable upon a feather so as to engage 
the first-named gear to drive directly, a sec- 
ond gear upon the second shaft, and a pinion 
long enough to remain in mesh with these two 
gears when they are shifted, said pinion be- 
ing mounted eccentrically upon a third shaft 
with a mechanism by which it may be turned 
to engage the gears upon the first and second 
shaft as an intermediate, whereby the mech- 
anism is reversed. 

605,445. THOMAS M. FREEBLE, 

Liitrobe, Pa., assignor of one-fourth to 

Thomas B. Atterberv, Jr., Pittsburg, Pa. 

Powder-Motor. Filed July 14, 1897. 

Patented June 7, 1898. Serial No. 644,512. 

(No model.) 

My invention relates to improvements in 
engines operated by the explosion of gas, 
powder, and other suitable explosives; and 
it consists in the improved powder-engine 
thi' construction and arrangement of the 
parts of which will be hereinafter fully de- 
scribed, and particularly pointed out in the 
claims. 

The powder-machine which I have devised 
has been constructed with a view to, first, 
moderating the shock and jar of the explosion 
of the charges of powder, sdthat uniform ap- 
plication of the power derived from such ex- 
plosions may be obtained; second, removing 
the waste products of combustion from the 
ignition-chamber and thoroughly cleansing 
the ignition-chamber after euc'i explosion, so 
that accumulation of waste products therein 
or corrosion of the sides thereof is effectually 
prevented; third, providing feed mechanism 
which will successively introduce the charges 
of powdei' into the ignition-chaniber, which 
will be capable of regulation as to the size of 
the Charlie liclivered an. I will be simple In 
construclion and durable in nction, and, 
fourth, preveuLing accumulation of charges 
within the ignition-chamber in case the ig- 
niting device sliould fail to operate, so that 
hurtful explosions are prevented. 
1 use for ii C3'linder a centrally-bored tube 
-or barrel the walls of which avo nf snffir'ient 



GAS. 



thickness to withstand the shock ol the ex- 
plosion of tho maximum charge of powder 
which is to be fired therein and ignite the 
successiv^eharges of powder by causing them 
to fall, when Introduced into -the ignition- 
chamber, upon an incandescent wire which 
is preferably constructed of platinum andip 
made incandescent by an electric current 
generated by a battery used in connection 
with the engine. The powder feed and.the ex- 
haust openings I place directly over each 
other in a vertical fine, so that should the ig- 
nition-wire fail to operate, through a tempo- 
rary stoppage of the electric current, the 
charges of powder would fall into the exhaust- 
opening and be successively removed from 
the ignition-chamber as uniformly as they 
are introduced therein. The gases produced 
by the explosion of the successive charges of 
powder act directly upon the face of the pis- 
ton, which reciprocates within the bore of the 
cylinder and transmits its motion by a crank 
connection to a suitably -journaled power- 
shaft. To lessen the shock and violence of 
the explosion within the ignition-chamber, I 
make use of a supplemental piston which is 
htationed in the interior bore of the cylinder, 
so as to close the end of the same not occu- 
pied by the power-piston and which as the 
explosions occur is adapted to be forced back- 
ward within the bore of the cylinder, and to 
thus relieve the pressure caused by the ex- 
plosions. The supplemental piston isforced 
back so as to form an end of the ignition- 
chamber by the elasticity of the air between 
the same and the end or head of the cylinder 
or by the action of a spiral spring introduced 
between the head of the cylinder and the pis- 
ton or by other means. The effect of thus 
allowing the expansive force of the gases 
produced by the "explosion of the charges of 
powder to be exerted in opposite directions 
is to moderate the violence of the explosions, 
while the return movement of the detached 
piston maintains the pressure within the ig- 
nition-chamber relatively uniform and en- 
ables the piston to travel with a steady stroke. 

1. In a powder engine, the combination 
with a cylinder, an igniting device, and a pis- 
ton or pistons to transmit the power derived 
from the explosion of the charges of powder, 
of powder feed and exhaust mechanism.s, and 
powder feed and exhaust openings in said 
cylinder, said powder -feed opening being 
formed verticallj' over said "exhaust-opening, 
whereby accumulation of successive charges 
in the cylinder is prevented, substantially as 
described. 

2. In a powder -Aogine. the combination 
with a cylinder, powder feed and exhaust 
mechanisms, powder feed and exhaust open- 
ings in said cylinder formed in vertical line, 
and an igniting device, of oppositely-acting 
pistons within said cylinder stationed oneou 
either side of said igniting mechanism, one 
of said pistons being detached or not con- 
nected with power, a piston-rod attached to 
one of said pistons, a crank-pin projecting 
therefrom, guides therefor formed by an open- 
ing in the walls of said cylinder, connection 
between said crank-pin and a power-shaft, a 
spring for normally holding said detached 
piston pressed forward and for returning it 
to its forward position after the successive 
explosions, and moans for Introducingwater 
into said cylinder after each explosion, sub- 
stantially as described. 

3. In a powder- engine, the combination 
with a cylinder having powder feed and ex- 
haust openings therein, said openings being 
placed in line with each other, powder feed 
and discharge .valves, a power -shaft, anf^ 
means for rotating said powder I'l'ini and ex 
haust valves from the rotation of said shaft 
substantially as described. 

607,116. ELWOOD HAYNES and EL- 
MER APPERSON, Kokomo, Ind Mo- 
tor-Vehicle. Filed July 19. 1897. Pat 
entedjuly 12, 1898. Serial No. M5.I4.5 
(No model."! 

This invention relates to improvements in 
motor - vehicles, the same having reference 
more especially to tho rnnning-iicar of such 
vehicles a'nd to tho gearing by wliich motion 
is transmitted from tlw motor to tlic driving- 
wheels. 

1. A runnuig-gear for vehicles comprising 
a main frame having horizontal framo niom- 
bei"S and provided at its forward end with a 
vertical disk to which the framo members are 
attached at. their front ends, and a front axle, 
which is connected wii,h the frame by a hori- 
zontal pivot and is provided with an annular 
flange in contact with said disk. 

2. A running-gear for vehicles comprising 
a main f rajne havinglougitudinal frame mem- 
berq, i^T\ii provided.'at its forward end with a 
vertical disk to which the frame members are 
ittached, a pivot-shaft extending forwardly 
from said disk, and a front axle provided 



with A Bloove which surrounds the pi votr-.shftft 
and is provided with an annuhtr flange in coti-' 
tact with said disk. 

3. A running-geAr for vehtelfls comprising 
amaiaframehsvinglongstudinal frame mem- 
bers and provided at its forward end With n 
vertical dick and with a pivot-shaft extotid - 
ing forward from said disk, a front n-xle pro- 
vided with a sleeve which surrounds said 
pivot-shaft and with a flange in contact with 
said disk, said pivot-shaft being provided at 
its forward end with a vertical sleeve which 
affords bearings:i6r the rock-shaft of a steer- 
ing mechanism, and said axle being provided 
at its ends with pivoted axle-sections on which 
the wheels are raoanted and which have acv 
tuating connections with said sljaft. 

4". A driviug-geal" for motor-vehicleB cora- 
pri; .ng a cUiteh-disk, two oppositely-arranged 
cIutch-arraa,olutch-dogs pivoted to saiddrms, 
actuating ineans connected with^nd giving 
vibratory motion to both of said clatch-arms, 
shifting-levers for' said dogs pivoted to the 
said clutch-arms, and means for moving said 
levers comprising endwise-sliding wedges. 

5. The combination with a clutch -disk, 
clutch-arms, and cluteh-dogs pivoted to the 
arms, of shifting-levers pivoted to the clutch- 
arms near the inner ends of said arms and 
connected at their outer ends with said dogs 
by elastic or yielding connections and means 
mounted on the shaft for Actuating said shift- 
ing-levers. 

0. A driving-gear for motor- vehicles com- 
prisingacUitch-disk.two oppositely-arranged 
clutch-arras, clutch-dogs carried by said arms,; 
a revolving crank-pin, and connecting-rods 
uniting the crank -pin with said clatoh-arms, 
one of said conuectiog-rods being engf^:ed 
directly with the crank-pin and the other con- 
necting-rod being pivoted to the first one, 

7. A change-speed gear for motor vehi- 
cles comprising a clutch-disk, two vibratory 
clutch-arms, a crank-pin connected with and 
gi vingraotion to both of said clutch-armH, said 
crank-pin being movable towaid And from its 
center of motion, and mean.s for shifting or< 
moving said crank-pin. 

a ■ A change-speed gear comprisi ng a clutch- 
disk, two vibratory clatch-anns, a crank-pin 
connected with and giving motion to both of 
said clutch-arras, said crank-pin being mov- 
able toward and from its center of motion, 
and means for shifting said crank-pin com*' 
prising a screw-shaft havi ng engagementwltli 
the crank-pin, and means under the control 
of the operator for giving votary motion to the 
screw-shaft in either direction. 

0. Achange-speed gear comprisinga clutch- 
disk, two vibratory eluteli-arms, aorauk-disk 
provided with a cranfc-plu which is movable 
radially upon the disk, and means under the 
control of the operator f«r shifting said crank- 
pin inwardly and outwardly npon said crank- 
disk. 

10. A change -speed gear comprising ft. 
clutch-disk, two vibratory clutch-armSj a 
crank-disk provided with a crank-pin which 
is radially movable upon the disk, means lor 
shifting or moving the crank-pin on the disk 
embracing the screwr-shaf t which engages the 
crank-pin , apd ra«n ms for aetuatingsaid screw- 
shaft. 

11. Tlie combination with a crank-disk and 
crank-pin adapted to move radially thereon, 
of means for moving the crank-pin compris- 
ing two rings mounted on the disk, and a fiic- 
tion-brake adapted to act upon one or the 
other of said rings at will, said rings being 
severally connectetl with and adapted toop- 
erate the crank-pin.' 

12. The combination with a crank-disk and 
a crank-pin sliding ui>on tho disk, of two gear- 
rings mounted in said disk, a friction-brake 
arranged to operate upon either of said rings 
at wi li, a screw shaft engagi ng.SKid crank-pin, 
said sorow-shaft having geared connection 
with one of said rings, and a counter-shaft 
provided with a gear-pinion which inter- 
meshes with the other of said rings and which 
has geared connection with the said screw- 
shaft. 

13. The combinatiou with acrank-diskand 
cralnk-pin wliieh slides upon the disk, of two 
gear-rings mounted in said disk, a friction- 
brake arranged to operate upon either of said 
rings at will, a screw -shaft engaging said 
crank-pin, said screw-shaft being provided 
with a gear-pinion which intermeshes with 
one of the rings; and a counter-shaft provided 
with a gear-pinion which intermeshes with 
the other gear-ring, said screw-shaftand coun- 
ter-shaft being provided with intermcshing 
pinions. 

608,968. WENSEL MORAVA, Chicago, 
III. Gas or Oil Motor for Bicycles. 
Filed Mar. 22, 1897. Patented Aug. 9, 
1898. Serial No. 628,96§. (No model.) 

The purpose of this invention is to provide 
an improved motor in the shape of a gas or 
oil engine for association witli and to assist 
in propelling a bicycle or other vehicle. One 



specific purpose kept iu luind as a motive for 
the invention is to provide a motor adapted 
tooperato with the least possible intervening 
.mechanism upon the driving-wheel of the ve- 
hicle and at the same time to prevent the ex- 
cessive strain upon the parts which results 
when the mechanical connections from the 
piston-rod of the motor to the wlieel are ex- 
posed to the shock of the explosion and the 
resultant almost instantaneous movement of 
the piston. To avoid making such direct 
connection heretofore,' motors have been con- 
structed whose prime shaft — that is, the shaft 
havingimmediate crank connection with the 
piston — has a high rotary speed, from which 
proper speed-reducing traiu extends to the 
vehicle-wheel. Tlie objections to such traiu 
are obvious, and the necessity of a high rate 
of motion for the engine and its prime shaft 
which is involved in that mode of construc- 
tion isserioosly objectionable; and my inven- 
tion as to this point consists in causing the 
action of tbe piston under the force of ex- 
plosion; to store up power by coiling a spring 
whose uncoilingat anyspeed.and atany time 
drives the vehicle- wheel. 

Asecond specific feature consists inutiliz- 
ing the drive-chain extending from the usual 
pedal- crank- shaft- sprocket -wheel to the 
sprocket-pinion on the driving-wheel as the 
means of operating the valves and so deter- 
mining the frequency of the explosions. 
: A third feature consists in the employment 
of devices under the control of the rider — 
preferably at the handle-bar — forshifting the 
valve-operating connections into and out of 
the path of the driving-chain to cause and 
intermit the explosions at will. It compinses 
I'lso a snncial form of piston and stem and 
slide-bearings therefor, which, constitute air- 
connections from the forward to the rear side 
of the piston, by which, the outstroke of the 
piston compresses air which enters behind 
the piston with the -next charge, and in con- 
nection with this feature it comprises fea- 
tures of construction by which the air drawn 
in by the retreat of the piston and afterward 
expelled through the air -ducts mentioned 
serves to cool the piston and stem, and it 
comprises also devices by which the com- 
pressed air, when admitted behind the piston, 
■ sprays the oil into the explosion-chamber. 

My invention comprises also a special form 
of ciutcli mechanism by which the recipro- 
cating motion of the piston is transmitted 
through a spring to the driving-shaft and a 
spring device in connection therewith by 
whose tension the degree of compression at- 
tained for explosion is controlled. 

My invention consists also in details of con- 
struction, which are set out in the claims. 

1. In combination with a velocipede, a gas 
or oil motor operatively connected with the 
driving-wheel of the velocipede; the veloci- 
pede drive-chain having cams which in the 
travel of the chain collide with operating con- 
nections of the motor-valves, and thereby ac- 
tuate the valve's. 

2. In combination with a velocipede, a gas 
or oil motor mounted on the velocipede-frame ; 
electric ignitiug devices pertaining to said 
motor; the circuit which energizes the same; 
u, switch in said circuit whereat it is adapted 
to be opened or closed, and a cam on the veloci- 
pede driving-chain adapted to operate said 
switch to open and close the circuit, and there- 
by to cause ignition in the explosion-chamber 
to the motor, 

3. In combination with a velocipede, a gas 
or oil motor and devices which actuate the 
controUing-valvesthereof, connections adapt- 
ed to be operated by the rider at the vicinity 
of tlje handle-bar for dislocating the valve- 
actuating; devices to prevent at will the ac- 
tion 6f^aid valves. 

4. In combination with a velocipede, a ro- 
tatable clutch on the driving-shaft thereof, 
adapted to be reciprocatingly rotated exte- 
riorly and to communicate rotation to the 
shaft continuously in one direction, a spring 
through which such rotary motion is commu- 
nicated from the clutch to the shaft and a gas 
or oil motor mounted on the velocipede-frame 
and having its piston connected to the exte- 
nor member of the rotatable clutch to recip- 
I'ocatingly rotate the latter as the piston re- 
ciprocates. 

5. In combination with a velocipede, a 
clutch mounted on the driving-shaft thereof 
having its exterior member adapted to be re- 
ciprocatingly rotated and to communicate ro- 
tation continuously in one direction to the 
shaft; 'a spring through which such- rotation 
\B oomraunicated to the shaft, a gas or oil 
motor inonnted oh the velocipede-frame and 
having its piston operatively counected to 
said outer member of the clutch to recipro- 
catingly rotate said member as the piston re- 
ciprocates; and a spring which is put under 

. tension by the rotation of the clutcbTia the 
driving direction when the piston is travel- 



GAS. 

ing outward and which reacts to reverse the 
rotation of said clutch member, whereby 
such spring operates to retract the piston. 

G. In combination with the cj'linderof the 
motor, the piston having a tubular stem, a 
tubular guideway adapted to be fixed with 
respect to the cylinder and adapted to be tele- 
scoped with the tubular stem of the piston 
as the latter reciprocates; a duct of which 
said tubular guideway forms a part: an ox- 
plosion-chamber back of the piston to which 
such duct leads; a valve adapted to be mo- 
clianicnlly operated to control conununica- 
tion of the duct with the cxplosion-clianiber, 
and a check-valve in the duct auteccdciit to 
the nrst-niontioned valve adapted to hold the 
air which is forced past it by the outward 
travel of the piston under tension between 
said valves; and suitable means for operat- 
ing the first.- mentioned valve to admit the 
compressed air to the explosion-chamber. 

7. In combination with a chain-driven ve- 
locipede, a gas or oil motor mounted thereon 
having acouibustioii-ehamber and electric ig- 
niting devices associated therewith; a circuit 
which energizes the same containing a switch 
at which the circuit is normally open and 
which is adapted to be operated to close the 
circuit; the controlling-valves of said motor 
having mechanical operating connections, 
cams on the driving-chain of the velocipede 
adapted to collide with said connections to 
operate said valves and adapted also to col- 
lide with said switch to operate the same to 
cause ignition. 

S. In combination witli a chain-driven ve- 
locipede, a gas or oil motor mounted thereon 
having a combustion-chamber and sparking 
electrodes therein, an electric induction-coil 
and a battery which energizes the same hav- 
ing its secondary circuit extending to said 
electrodes, the primary circuit including the 
frame and an insulated coutact-piece; a cam 
onthedriving-chain of the velocipede adapted 
to collide with said contact-piece as the ve- 
locipede is driven. 

9. In combination with a chain-driven ve- 
locipede and a gas or oil motor mounted there- 
on the cylinder of the motor having an explo- 
sion-chamber communicating therewith be- 
hind the piston; the compressed-air duct in 
which the air is compressed by the outward 
travel of the piston; a valve which controls 
the communication of said duct with the ex- 
plosion-chamber; an exhaust-port and a valve 
which controls the same, the stems of said 
valves being extended outside the cylinder 
and terminating in the vicinity of the path of 
the drive-chain of the velocipede; and cams 
on said drive-chain adapted to collide with 
said stems respectively. 

10. In combination with a chain-driven ve- 
locipede, a gas or oil motor mounted thereon 
having the stems of its inlet and exhaust 
valves extended outside the cylinder and ter- 
minating iu the vicinity of the drive-chain; 
cams on said chain adapted to collide with 
said stems to operate the valves, said stems 
being jointed and adapted to be flexed at 
such joints to carry their terminals out of the 
path of the cams; a finger-lever at the handle- 
bar, and mechanical connections therefrom 
to the stem, whereby at will they may be flexed 
at their joints respectively to carry their ter- 
minals out of the paths of said cams respec- 
tively 

11. In combination with a chain-driven ve- 
locipede, a gas and oil motor mounted thereon 
having the stems of the inlet and exhaust 
valves extended out-side the cylinder and pro- 
vided with flexible joints and having termi- 
nals which are adapted to stand in tlie vicinity 
of the drive-chain; the electric igniting de- 
vices and the circuit in which they are ener- 
gized containing an insulated contact-piece 
at which the circuit may be closed to cause 
ignition; the drive-chain and cams thereon 
adapted as tlie chain travels to collide with 
the terminals of the valve-stem and with the 
contact-piece to operate said valves and close 
the circuit; ainovablearm on which said con- 
tact-piece is mounted adapted to be moved 
to carry the contact-piece out of the path of 
the cam, and mechanical connections from 
said valve-stems and from said movable arm 
extending to the vicinity of the handle and 
there adapted to be operated at will, whereby 
the operator may at will dislocate the valve- 
stem terminals and contact-piece to interrupt . 
the operation of the motor. .-; 

12. In combination with the cylinder, the 
piston having a tubular stem and a central 
chamber with which said piston communi- 
cates, and an annular chamber forwardly 
open encompassing said central chamber and 
a valve which controls communication be- 
tween said chambers adapted to open from 
the annular into the central chamber, and a 
fixed tubular guide about which the tubular 
stem of the piston telescopes as the piston re 
ciprocates, and acheck-valve which^revents 



507 

air from entering, and perniits it t^> escape" 
from said tubular guide, whereby the retreat 
of the piston causes it to draw in exterior air 
through the annular chamber and pass the 
same into the central chamber and tubular 
stem, and the return of such air when the 
piston advances is prevented. 

Id. In combination with a cylinder, the pis- 
ton Imving a forwardly-open chamber and a 
second chambercominunicating therewith; a 
tubular stem communicating with said sec- 
ond chamber, and the valve controlling com- 
munication between said chambers adapted 
to open intp the stem-connected chamber; a 
tubular guide with which said tubular stem 
telescopes; aduct of which said tubular guide 
constitutes a part, and a check-valve iu said 
tubular duct whereby the retreat of the pis- 
ton draws in atmospheric air through the for- 
wardly-open chamber, and its advance com- 
presses such air beyond the check-valvc. 

14. In combination with a cylinder, the pis- 
ton having a forwardly-open chamber and a 
second chambercominunicating therewith; a 
tubular stem communicating with said sec- 
ond chamber, and the valve controlling com- 
munication between said chambers adapted 
to open into the stem-connected chamber; a 
tubular guide with which said tnbular stem 
telescopes a duct of which said tubular guide 
constitutes a part, and a check-valve in said 
duct at a point somewhat remote f j"om the in- 
let end thereof adapted to seat toward the 
piston, whereby outward travel of the piston 
compresses air in said duct, and the portion 
thereof which is not forced past the check- 
valve operates elastically to start the piston 
back. --' 

15. In combination with an explosive-mo- 
tor and a shaft which it is designed to rotate, 
a clutch on such shaft having its exterior 
member adapted to be reciprocatingly rota- 
ted, and an interior member which is actuated 
in one direction by the outer member; suit- 
able means for locking said interior member 
against rotation in the other direction; and 
a .spring connecting said interior member, 
with the shaft and adapted to be put under 
tension by the rotation of said interior mem- 
ber, whereby the recoil or reaction of such 
spring rotates the shaft iu the direction in 
which, the inner member of the clutch is ro- 
tated by the outer member, but independently 
of the time of such rotation. 

IG, In a velocipede, in combination with 
pedal-operated driving meclianism, an explo- 
sive-motor mounted on the velocipede-frame 
and operatively connected to a driving-shaft 
of the velocipede; cams on a moving part of 
said pedal-operated driving-train, the con- 
trolling-valves of such motor having their 
stems provided with terminals adapted to 
stand in the path of such cams and to be 
moved out of such paths; mechanical con- 
nections extending to the vicinity of the han- 
dle-bar and adapted to be operated at will to 
move said terminals into and out of the path 
of the cams, whereby pedal-operated mech- 
anism of the velocipede may at the will of 
the rider be caused tie control the motor. 

609,443. GEORGE W LEWIS, Chi- 
cago, IU. Vehicle Motor. Filed July 
10. 1895. Renewed Jan. 28. 1898. Pat- 
ented Aug. 23; 1898. Serial No. 668,350. 
fNo model.) 

This invention relates to improvements in 
power-driven vehicles of that class which are 
actuated by gas or steam engines or other mp- 
tors, and it relates more particularly to im- 
provements in the running-gears of such ve- 
hicles and in the driving and actuating con- 
nections by which the power is transmitted 
from the motor to the driving-wheels. 

The invention consists inthemattei"shere- 
inaftorset forth, and particularly pointed out 
in tlie appended claims. 

1. The combination with vehicle driving- 
wheels, the vehicle-body and the motor, of a 
driving - wheel comprising a friction - disk 
mounted to turn on horizontal axis arranged 
longitudinally of the vehicle-body, a shaft ex- 
tending across the vehicle-body parallel With 
the face of thediskjapuUey mounted to slide 
endwise on the shaft and adapted for contact 
with the face of the disk and means for mov- 
ing said pulley 6ndwise.on the shaft, embrac- 
ing an arm which is pivoted to the body at 
one end and is connected with the pulley at 
its opposite or free end, a hand-lever pivoted 
to the side of the body at its lower end, so as 
to swing in a plane transvei-se to the side of 
tl.e body, said hand-lever being provided with 
a spring-actuated detent adapted to engage 
a notched segment, and a link connected at 
one end with said lever above its pivot and 
at its opposite end with said arm at a point 
between the ends of the latter, substantially 
as described. 

2. Tlie combination with the vehicle driv- 
ing-wheels and a motor, of a rotary friction- 

"-disk driven by the motor, a shaft arranged- 



508 

substantially parallel -witli tho.faco of Iho 
disk and movablo toward and from tho same, 
a friction-puUey mounted to rotate with said 
shaftbutmovableendwJsetheveon and adapt- 
ed to engage the face of said disk, au actuat- 
ing-arm pivotally connected at one end to the 
vehicle by means of a universal joint and con- 
nected at its free end with said pulley, said 
univei-sal joint affording lateral roovementof 
said arm with the shaft when the latter is 
sliiftod toward and from the disk, a Imnd-lc- 
\isi- provided with a spring-actuated detent 
adapted to engage a notched segment, a link 
connecting said band-lever with said actnat- 
ing-arm at a point intermediate of the ends 
of the latterand gearing connecting said shaft 
with the driving-wheelSj substantially as de- 
scvibed- 

609;8II. CHARLES WI. JOHNSON, 

New York, N. Y. Motor-Vehicle. Filed 
Dec. 22, 1896. Patented Aug. 30. 1898. 
Serial No. 616.633. fNn model. V 
My invention relates to motors propelled by 
petroleum or other explosive material or gas 
and to motor- vehicles to be propelled thereby. 
In the accompanying sheets of drawings, 
Figure 1, Sheet 1, isasectional plan showing 
the general arrangement. ¥\g. 2 is a section 
through the fore-carriage, showing the ball- 
race. Fig. 3 is a section on the line 3 3, Fig. 
1. Figs. 4 and 5 are detail views, on an exag- 
gerate scale, showing an arrangement to pre- 
vent the driving-wheels from skidding. Fig. 
G, Sheet 2, is a section of a road-wheel pro- 
vided with a spring attachment between the 
nave and the felly. Fig. 7 shows a method 
of attaching the motor-vehicle to carriages of 
ordinary construction. Fig. 3 shows an ar- 
rangement for transmitting motion to the 
driving-wheels by means of a jointed shaft. 
Fig. shows a driving-shaft with a spring- 
joint. Fig. 10 shows a driving-shaft with a 
ioint of flexible shafting. 

1. A motor-vehicle provided with two cyl- 
inders arranged opposite each other of which 
the piston of one is connected to one of the 
cranks of a crank-sliaft with three cranks, 
two of which are opposite to the third crank, 
while the other piston is connected to the 
other two cranks in such manner that both 
pistons receive a simultaneous impulse and 
approach and recede from each other simul- 
taneously and so that the shock or vibration 
resulting from the impulse in one cylinder is 
neutralized by the shock or vibration-result- 
ing from the impulse in the opposite cylinder 
substantially as set forth. 

2. A motor-vehicle provided with two cyl- 
inders arranged opposite each other of which 
the piston of one is connected to one of the 
cranks of a crank-shaft with three cranks, 
two of which are opposite to the third crank 
while the other piston is connected to the two 
other cranks in such manner that both pis- 
tons receive a simultaneous impulse and ap- 
proach and recede from each other simulta- 
neously, gearing for communicating motion 
from the crank -shaft to the road driving- 
wheels; clutches for putting said gearing in 
and out of gear for going forward or back- 
ward or 'stopping, gearing and clutches for 
varying the speed of the road driving-wheels 
and means for steering tho vehicle substan- 
tially as described and shown. 

3. A motor-vehicle provided with two cyl- 
indere K^ Rearranged opposite to each other 
of which the piston of one is connected by a 
connecting-rod K to one of the cranks of a 
crank-shaft L while the other piston is con- 
nected by a forked connecting-rod K' to the 
other two cranks, gearing for communicating 
motion from the crank-shaft to the road driv- 
ing-wheels C C consisting of a chain-wheel 
L' a chain and a chain -wheel H' mounted 
loosely on a counter-shaft M and a spur-wheel 
L^ gearing with a spur-wheel M^also mounted 
loosely on the counter-shaft, two clutches 
sliding on and revolving with the counter- 
shaft and connected together so that either 
may gear with or not gear with the chain- 
:wheel M' or spur-wheel M^ respectively to 
canse the counter-shaft to revolve in either 
direction or not to revolve, two chain-wlioeTs 
mounted on the counter-shaft and communi- 
cating motion by chains to two other chain- 
wheels D* and X)^ on the axle of the road driv- 
ing-wheels, a clutch D^ sliding on and re- 
volving with the said road-driving-wheels' 
axle, means for causing the said clutch D" 
for gearing with either or neither of the eliain- 
wheels D* or D^ clntches D' D' operated by 
the turning of the fore-carriage to cause one 
of the road driving-wheels to be capable of 
independent revolution when the vehicle 
turns and means for steering substantially as 
described and shown. 

4. In a motor-vehicle, the combination of a 

shaft, a wheel loosely jonrnaled on said shaft 
and having a projecting hub, a clutch mech- 
anism consisting of a collar fixed on said 



GAS 



shaft, a lever pivoted to said collar and adapt- 
ed to bear at one end on said hub, a ball 
mounted in the end of said lever bearing on 
said hub, and means for operating said lever. 

5. In a motor-vehicle, the combination of a 
shaft, a wheel loosely journaled on said shaft 
and having a projecting hub, a clutch mech- 
anism consisting of a collar fixed on said shaft, 
a lever pivoted to said collar and adapted to 
bear at an end on said hub, a ball mounted 
in the end of said lever bearing on tho hub, 
a cone sliding on said shaft, and means for 
forcing said cone beneath the free end of said 
lever. 

G. In a motor-vehicle, the combination of a 
driven shaft, a gear-wheel and a sprocket- 
wheel mounted on said shaft, a counter-shaft, 
a gear-wheel loosely journaled on said coun- 
ter-shaft and meshing with the gear-wheel on 
said driven shaft, a sprocket-wheel loosely 
journaled on said counter-shaft, a chain con- 
necting said sprocket-wheels, elutch mechan- 
isms for connecting with the counter-shaft 
either the sprocket-wheel or the gear-wheej 
journaled thereon, and means for operating 
said clutch mechanisms. 

7. In a motor-vehicle, the combination of a 
driven shaft, a gear-wheel and a sprocket- 
wheel mounted on said driven shaft, a coun- 
ter-shaft, a gear-wheel loosely journaled on 
said counter-shaft and meshing with the gear- 
wheel mounted on the driven shaft, a sprocket^ 
wheel loosely journaled on said counter-shaft, 
a chain connecting said sprocket - wheels, 
clutch mechanisms for connecting with the 
counter -shaft either the gear or sprocket 
wheels loosely journaled thei'con, means for 
operating said clutch mechanism, a driving- 
shaft, and mechanism for conveying motion 
from said counter-shaft to said driving-shaft. 

'610.460. VICTOR E. PRETOT, Paris. 
France. Self- Propelling Carriage. 
Filed Feb. 26, 1897. Patented Sept. 6, 
1898. Serial No. 625.159. (No model.) 
This invention relates to a self-propelled 
fore-carriage with an improved petroleum- 
motor applicable to vehicles of every kind. 

The system of self-propelled fore-carriage 
which forms the subject of the present in- 
vention enables me to apply instantly me 
chanical traction to any carriage or vehicU 
usually drawn by horses by simply substi 
tuting the same for the ordinary .fore-car 
riage. It can therefore also be employed foi 
the same reason for the propulsion of any ex- 
clusively self-propelled vehicle. 

It is easy to understand that considerable 
advantages are gained by reason 6f the possi- 
bility of transforming any existing vehicles 
into self-propelled vehicles, and by reason of 
the utilization of a single mechanical fore- 
carriage for the service of 8e\'eral carriages 
not having to be employed siraultaneou.sly. 
Tho application of the propulsion to the front 
wheels, whence it follows that the vehicle is 
drawn, as in the case of horses, and not 
pushed, as it is by the application of the mo- 
tive power to the rear wheels', also insures a 
more rational traction and easier steering. 
The whole is distinct from that which consti- 
tutes the carriage proper and is adapted 
thereto, so to speak, wi-thoat any modifica- 
tion. The characteristic details cooperating 
in the action of the whole are the following: 
First, the petroleuui-motorwith opposingand 
balanced pistons, which is especially distin- 
guished by the arrangement enabling me to 
transmit the movement of these pistons to the 
driving-shaft, which is concentric to the axle 
itself; second, tho mechanism transmitting 
the movement of this shaft to the axle with 
the recinibite changes in the speed and in the 
direction of the movement, and serving also as 
n disengaging and brake apparatus; third, 
the combination of tho speed-changing gear- 
wheels with a mechanism influencing the 
speed of the motor directly; fourth, the con- 
siderable simplification of the operations to 
be effected for controlling the vehicle and 
the means lortransmittingthem tothemech- 
anismsdependingon the fore-carriage despite 
the steeringmotions which it effects relatively 
to the principal partof the carriage where the 
driver is placed; fifth, the exclusive attach- 
ment to the axle of the driving mechanisrj, 
wliich is thus entirely independent of the car- 
riage itself and of its suspension, the occu- 
pants not feeling any vibration, particularly 
as the motor is arranged for redticing them to 
the smallest amount. 

1. The combination of the cylinde> and'pis- 
tons, the hollow driving-shaft carrying ec- 
centrics, operative connections between the 
pistons and the eccentrics, and the vehicle- 
axle passing loosely through said hollow driv- 
ing-shaft, substantially as described. 

2. lu a horseless carriage, a hollow driving- 
shaft mounted loosely upon one of the car- 
riage-wheel axles, and a motor for operating 
said shaft, substantially as described. 

3. The combination of the driving-shaft, a 



series of pinions rigidly connected together 
and mounted to revolve with the driving- 
.ehaft, said pinions having different numbers 
of teeth and being mountea to rotate about 
an axis eoeentric to that of thedriving-shaft, 
a series of independent loose pinions concen- 
tric with thedriving-shaft, and engaging the 
corresponding eccentric pinions, a driving 
mechanism connected to one of said concen- 
tricpiniODS,and fastening mechanisms where- 
, by any one of the other concentric pinions 
may be held against rotation, as and for the 
purpose set forth. 

4. The combination of, the driving-shaft, a 
speed-changing mechanism comprising a se- 
ries of gear-wheels having different numbers 
of teeth, whereby the speed may be changed 
without altering the number of revolutions of 
the driving-shaft, and a separate mechanism 
for changing the speed of the driving-shaft,- 
substantially as described. 

610,466. ALEXANDER WINTON, 

Cleveland, Ohio. Motor- Vehicle. Filed 
Jan. 12, 1898. Patented Sept. 6, 1898. 
Serial No. 666,439. (No model.) 
M^ invention relates to improvements in 
motor-vehicles; and it consists in_ the con- 
.struoLion and arrangement of parts, which 
will bo fully described hereinafter and par- 
ticularly referred to in the claims. 

The obJQft of ni^y prcsenf inventicn is to 
produce a motor-\-'ehicle in which there is a 
compact, simple, and convenient arrange- 
ment of all the parts which together make a 
complete motor-vehicle. 

In theaccoinpanyiug drawings, Figure lis 
a plan view, partly in section, of a motor- 
vehicle embodying my invention. Fig. 2 is 
aside elevation of the same, partly in section. 
Fig. 3 is a top plan view of the interior mech- 
anism, the framework being in section. Fig. 
4i« a longitudinal vertical section taken on 
lino 4 4, Fig. 3. Fig. 5 is a longitudinal sec- 
tional view of the vehicle drive-shaft, taken 
on line 5 5 of Fig. 3. Fig. G is a detail view 
of the brake. P'ig. 7 is an interior face view 
of the yielding gear. Fig. 8 is a detail view 
ofthesleeve forming part of the jieldinggear. 
Fig. 9 is a detached front view of the front 
axle. Fig. H) is a detached sectional view 
.showing the manner of attaching the spokes 
to the %^}ieel-hnbs. 

• 1. A motor-vehicle comprising a motor, a 
motor drive-shaft, a clutch carried thereby, 
drive - wheels, a connection between said 
clutch and drive-wheels, a counter-shaft ac- 
tuated by the motor and carrying a brake 
member, a shaft extending parallel the coun- 
ter-shaft, a coacting brake member actuated 
by said parallel shaft, and a connection be- 
tween the parallel shaft and tJie clutch for 
operating the latter. 

2. A motor- tehicle comprising a motor, a 
inotcr drive -sliaft extending ti'ansverse the 
vehicle, a'clutch carried by said shaft, a gear- 
wheel driven by the chiteh, drive -wlieels, a 
connection between said clutch, motor-shaft 
and drive - wheels, a counter -shaft parallel 
with S!iid drive shaft and driven by said elutch 
gear-wheel, -a brake member carried b}* tho 
counter-shaft, an osciUating shaft parallel 
with the counter-shaft, a connection between 
said oscillatingsliaftaud clutch for actuating 
the latter, a coacting brake member actuated 
by tlie oscillating shaft, and a regiprocating 
operating-lever connected with theoscillating 
shaft, the parts operating for the purpose de- 
scribed. 

3. The combination with the drive-shaft of 
a friction-plate fast thereto, a second coacting 
friction-plate ke^'ed thereto but movable upon 
and longitudinal the shaft, intermediately- 
pivoted dogs having one end adapted to move 
the movable toward the rigid plate, and a 
member for separating tlie opposit-e ends of 
the dogs. 

4. The combination of the motor, a drive- 
shaft, a friction-plate fast to said shaft,a sec- 
ond friction-plate keyed to the shaft but mov- 
able longitudinally thereon, a gear loose upon 
the shaft and situated between said friction- 
plates, and dog.s adapted co move the movable 
plate in contact with the gear and thereby 
clamp it between said friction-plates. 

5. A motor- vehicle comprising a motor, a 
drive-shaft carrying a" fast go-abead" mech- 
anism, a single counter-shaft o;^.drativeIy con- 
nected with the drive-shaft, the counter-shaft 
carrying a "slow go-ahead "and a "backing" 
mechanism, each driven by the di-ive-shaft, 

■ and means for controlling said mechanisms. 
0. A motor- vehicle comprising^ motor, a 
drive -shaft, a "fast go-ahead" mechanism 
carried by said drive-shaft, a single counter- 
shaft driven by said mechanism, said shaft 
carrying a " slow go-ahead " and a " backing " 
mechanism, each of the latter mechanisms 
adapted to be driven by the drive-shaft, and 
controlling members for all of said mechan- 
isms. 

. 7. A motor- vehicle comprising a motor, a- 



drive-abaft, a "fust go-ahend" nieolianism 
carried by but noi-iMiiUy loose tlioi-eon, a coiin- 
tev-sliaftdrivi)ii by I lie "fastgo-aliead"niecli- 
anisni ami carrying a "slow go-ixhead" a 
''backing" mechanism, and a brake-wheel,' 
thd mechanisms of tlie conntor-.shaft driven 
by the drive-sliaft independent of the "fast 
go -ahead'" mechanism, and a cooperating 
brake member, whereby 1 he brake is adapted 
to be used when either of the mechanisms is 
in operation. 

8. A motor- veliiclo comprising a motor, a 
"go-ahead" mechanism and a "backing"' 
mechaQisni, a controller fbi* each mechanism, 
and a member common to both mechanisms 
and adapted to apply one and by the same 
movement release the other for the purpose 
described. 

9. A iiioLor- vehicle comprising a motor, a 
drive-shaft connected therewith and carrying 
a "go-ahead" and a "backing"' mechanism, 
a clnlch for each mechanism, an actuating 
member situated between the clutches, a le- 
ver connected with the actuating member and 
ada}itod when atacentral position to hold the 
actuating member out of contact with both 
clutches and to operate one cUitcli when 
moved in one direction and to release the ap- 
plied clutch and apply the unapplied clutch 
when moved in tlieoppositodirection beyond 
said central position. 

10. A motor - vehicle comprising drive- 
wheels, separate shafts therefor and to which 
the wheels are attached, bevel-gears attaclied 
to adjacent ends of the shafts, bevel-geare IG 
fitting between and engaging opposite edges 
ofsaidshaft-goai-S, a support votatable around 
said wheel-shafts, the support carry mg a driv- 
ing-gear having the axis of the shafts the cen- 
ter of its rotation. 

11. A motor-vehicle comprising a vehicle 
ditve-shaft, a revolving gear- casing opera- 
tlvelyconnected therewith, acasing-gear, and 
ayieldingconnection between saideasingand 
its gear-wheel. 

12. A motor - vehicle comprising a drive- 
shaft, a propelling member oporatively con- 
nected therewith, a gear having a cavity re- 
ceiving said raember, and having itself a. co- 
acting propelling mepiber within said cavity, 
and rubbei- situated within said cavity and 
filling the spaces at opposite sides of said 
hiembera and receiving the pi-opelling force. 

13- A motor - vehicle comprising a drive- 
shaft, a casing snrronndiug said shaft, a 
sprockJetor belt wheel supported by said cas- 
ing and operatively connected with the shaft, 
a motor, a sprocket cJiaiu or belt operatively 
connecting the motor and said sprocket or 
belt wheel, and means for adjust-ably moving 
said casing in respect to the motor connection 
for the purpose desoibed. 

14. lu a motor- vehicle, a steering mechan- 
ism comprising a rigid axle having at its ends 
sockets with vertical bearings, short wheel- 
axles supported by said bearings and having 
laterally-extending arms, a member connect- 
ing said arms, a bell-crank lever intermedi- 
ately pivoted and having one end flexibly 
connected with said co'nneetiug member, and 
an operating -handle operatively connected 
'.ith the opposite end of said bell-crank lever. 

}5. ln*a motor-vehicle, the body provided 
With a seat and a portion extending rearward 
of the seat, a motor situated in this rear ex- 
tension of the body, the rear extension hav- 
ing an open bottom and veritilnted top, where- 
by there is a free upward circulation ot. air, 
and in rear of the occupant of the vehicle, 
substantially as described. 

K). In a motor-vehicle, the body, the seat 
supported by the bod}', a steering mechan- 
ism, and a controlling-lever for the steering 
mechanism having its lower end pivoted in 
front of and below the plane of the seat, said 
pivoted lever extending rearwardly and up- 
wardly, substantially as and for the purpose 
described. 

, 17. A motor-vehicle comprising a m.otor, 
the drive-wheels operatively connected with 
the motor, the body, a seat, the body having 
an entrance-way in front of the seat, control- 
ling-levers foi- the propelling mechanism situ- 
ated just in front of and at one end of the 
seat and in rear of the passage-way to be op- 
erated by one hand of the driver, and a steer- 
ing-handle situated at a point inside of said 
levers at a point adapted to be operated by 
the other hand of the driver, snbstuntially as 
described. 

18. A motor-vehicle comprising a motor, 
the drive-wheels operatively connected with 
th6 motor, the body, a seat, the body having 
an entrance passage-way in front of the seat, 
colbtrolling-levers for the propelling mechan- 
ism situated just in front of and at one end 
of the seat and in rear of the passage-way to 
l>e operated by one hand of the driver, and 
an upwardly and rearwardly extending lever 
pivoted at its forward and lower end at a point 
in front of and inside of the controlling-le- 
vers, substantially as described. 

616,153. ELMER A. SPERRY, Cleve- 



GAS. 

land, Ohio. Motor Vehicle. Filed Feb. 
12. 1806. Patented Dec. 20, 1898. Se- 
rial No. 57«.794. (No model.) 
Myiuventionrelates to vehicle-powers; and 
it consists in a new and novel method of sup- 
plying air to the motor when a heat-motor is 
employed; a system of control for the vehi- 
cle; also, special gearing between the motor 
and the vehicle-wheels; means for varying 
thespeed and disconnecting such wheels from 
the motor, and means for braking the vehicle 
as a whole and for the support of the motor 
with reference to the otherparta of the vehicle 
connections between a special charact€irof ve- 
hicle-wheel and motors. 

My present invention also Illustrates a spe- 
cial carriage frame or body affording access 
to the motor parts; also, controller mechan- 
ism and interlocking devices, all of which 
are described in the following specification 
and particularly pointed out in the claims, 
and shown embodied in one form in the ac- 
companying drawings, in which — 

Figure 1 is a longitudinal section of the 
parts, in elevation, of the vehicle, showing 
an outline of the general arrangement. Fig. 
2 is a plan view of the general arrangement 
of the motor parts. Fig. 3 is a vertical sec- 
tion through portions of same. Fig. 4 is a 
view, partially in section, of a form of the an- 
tomatic cut-off device. Fig. 5 is a detail of 
the vehicle. Fig. 6 is a detail of the brake. 
Figs. 7, 8, 9, 10, 11, 12, 13, 14, 15, 10, and 17 are 
details of the gearing. Figs. 18, 19, 20, and 
21 are details of the controller mechanism. 

When the motor used in a vehicle employs 
air as a principal medium in developing its 
power, and as this air cannot be stored bur 
must be collected from the dusty highway a.- 
the vehicle progresses, it becomes necessary 
to provide special means to obtain air as 
free as possible from dust and grit, which 
it is found soon destroy and grind out the 
" working fits," packing, and joints of the mo- 
tor, 'i'he vehicle-wheels raise this dust in 
abundance, and I have found that it is inad- 
missible to use the air from in under the ve- 
hicle, as is the usual practice. In screening 
the air for test I have found a marked differ- 
ence in the amount of dust collected from air 
taken from in front of the vehicle when admit? 
ted at or near the top of thedaf>berandattfae 
bottom or in under, the former containing 
only forty per cent, of the dust of the latter. 
I have therefore adopted the arrangement of 
air duct and pipes leading to the motor, as 
herein shown. Upon a forward part, such as 
the dasher, and preferably high up with ref- 
erence to the vehicle, is provided an intake- 
duct d^. The connection with the motor is 
broken for the sake of clearness in Fig. 1, 
but in Fig. 2 it is indicated again at d^ ^. It 
is presumed that pure air may be obtained 
here ratlier than in the rear of or under the 
vehicle, where dust has risen from the mov- 
ing of the wheels upon the roadway. This 
duct constitutes the intake of the motor. 

The use and operation of the devices de- 
scribed have been carefully pointed oiit from 
time to time as the description has progressed 
and will need no further elaboration at this 
point in the specification, as the operation of 
the vehio'^- and vehicle-power as a whole will 
not only oe thoroughly understood, but the 
detailed operation of the various features se- 
lected to illustrate one fprm of their applica- 
tion will also be readily seen from the fore- 
going description. Various alternate forms 
of the devices and constrnctions have been 
pointed out; but many othere not described 
will readily occur to those veraed ia the art 
to which this application pertains, and the 
invention contemplates and covers the use of 
such varied forms and substitute details of 
construction. The operation also of many of 
the parts may be reversed and the operated 
part may become the operator, and vice versa, 
without departing from the spirit of the in- 
vention, and although the various features 
shown herein are intended to be used in con- 
nection with one another, yet it is obvious 
that some 'may be used without the others, 
and the invention extends to such use. 

1. In a vehicle-power, a power-driven vehi- 
cle-wheel, a device for varying the speed of 
the wheel, a brake for the vehicle, a vertically- 
raoving controlling-handle, having a prede- 
termined position of rest and a connection 
therefrom to the speed- varying device, when 
the said handle is to one side of the position 
of rest and to the brake, when to the other 
side of the said position. 

2. In a vehicle-power, a powpr-driven vehi- 
cle-wheel, a device for vavyiag the speed of 
the wheel, a brake for the vehicle, a vertically- 
moving controlling-handle, having a prede- 
termined position of rest and a connection 
therefrom to the speed-varying device when 
the said handle is below the position of rest 
and to the brake when above the said posi- 
tion. 

3. In a vehicle-power, a power-driven vehi- 
cle-wheel, a device for varying the speed of 



509 

the wheel, a brake and steering-gear for the 
vehicle, a vertically-moving con trolling- han- 
dle, having a predetermined position of rest, 
a connectionithereCrom to the speed-varying 
device when the said handle is to one side of 
the position of rest and to the brake, when to 
the other side of the said position and a con- 
nection from the handle to the steering-gear. 

4. In a vehicle-power, a power-driven vehi- 
cle-wheel, a device for varying the' speed of 
the wheel, a brake for the vehicle, a vertically- 
moving controlling-handle, having a prede- 
termined position of rest and a connection 
therefrom to the speed-varytng device, when 
the said handle is to one side of the position 
of rest and to the brake, when to the other 
side of the said position, in combination with 
means for detaching or removing ^.he said 
controlling-handle. 

5. In a vehicle-power, a power-driven vehi- 
cle-wheel, a device for varying the speed of 
the wheel, a brake for the vehicle, a vertically- 
moving controlling-handle, having a prede- 
termined position of rest, a connection there- 
from to the speed-varying device, when the 
said handle is to one side of the position of 
rest and to the brake, when to the other side 
of the said position and a locking device for 
the handle, whereby the same is rendered in- 
active. 

(j. In a veh icle-power, a power-driven vehi- 
cle-wheel, a speed - varying device for the 
wheel, a reversing mechanism, a controller 
and handle, a connection from the handle to 
the spead-varying device, a separate actuat- 
ing means, for Actuating the reversing mech- 
anism and a locking device for rendering the 
handle inactive, connected with a separate 
actuating means. 

7. In a vehicle-power, a power-driven vehi- 
cle-wheel, a speed -varying device for the 
wheel, a reversing mechanism, a controlle*- 
and handle, a connection from the handle to 
the speed-varying devict, a separate actuat- 
ing means for actuating the reversing mech- 
anism and means connected with the con- 
troller-handle, for holding the said separate 
actuating means out of action. 

8. In a vehicle-power, a motor, a vehicle- 
wheel, a detachable driving-gear between 
them, a propelling medium for the motor, a 
dnct for the medium connected to the motor, 
a vfilve in the duct and a connection between 
the valve and the detachable gear. 

9. In a vehicle-power, a motor, a vehicle- 
wheel, a detachable driving -gear between 
them, a controller for the gear, a propelling 
medium for the motor, a duct for the medium 
connected to the motor, a valve in the duct 
and a connection between the valve and the 
controller. 

10. In a vehicle-power, a power- transmit- 
ting gear consisting of a revolving disk and 
a cooperating friction -wheel, a controller, 
means for varying the pressure between the 
wheel and disk, and connection from the con- 
troller to both the said means and thewheel. 

11. In a- vehicle-power, a power-transmit- 
ting gear consisting of a revolving disk and 
a cooperating friction-wheel, a controller-han- 
dle for changing the relative position of the 
wheel and disk by moving the handle far- 
ther and farther from a certain predeter- 
mined position in its travel, a separate mech- 
.anism as a brake upon the vehicle anda con- 
nection therefrom to the handleand adapted 
to be operated when the said handle is upon 
the other side of the said predetermined po- 
sition in its travel. 

12. In a vehicle-power, a motor, a vehicle- 
wheel, a variable detachable driving -gear 
between them, a controller-handle operating 
in opposite directions from an intermediate 
point in its travel, connections from the han- 
dle to the detachable driving-gear such that 
the power is raised while the handle is in one 
position and detached when in the other po- 
sition, or a position to the other side of the 
said predetermined point, and an independ- 
ent mechanism as a brake for the vehicle and 
operating connection from the same to the 
handle when in the last-named position. 

13. In a vehicle, a manually-actuated steer- 
ing-gear, in combination with meansactuated 
by such Rteerijg-gear, for depressing one side 
of .the vehicle at the will of the operator. 

14. In a vehicle, a manually-actuated steer- 
ing-gear, in cor'bination with means actuated 
by such steeribg-gear for raising one side ol 
the vehicle, at the will of the operator. 

''5. In a vehicle, a manually-actuated steer- 
ing-gear, in combination with meansactuated 
by such stoering-gcar for depressing one side 
and raising the other side of the vehicle, at 
the will of the operator. 

16. In a vehicle-power, a motor, a vehicle- 
wheel, 'a power eounection from the motor to 
the wheel, a controller, a handle therefor, a 
separate actuating means for disconnecting 
the vehicle-wheel from the motor when the 
said separate means is removed from its 
working position. 

17. In a vehicle, a steering-gear in combi- 



5f0 

natioa "wiEh "meaTis for actuating said gear, 
a swiveling headlight iipon the vehicle and 
operating connection between the means and 
the headlight. 

18. In a power-gearing, a revolving diek, a 
cooperating wheel for the disk, a separate 
facing for the disk, in combination with an 
underlying elastic medium for the facing. 

19. In a vehicle, two independent driving- 
wheels, means for varying ihc working di- 
ameter of the <vheels, a motor, a power-driv- 
ing connection p.Uowing of independence of 
rotation of the wheels for coupling the motor 
to such wheels, in combination with an ex- 
tra brake-wheel and brake therefor independ- 
ently mounted and independently rotatable 
from one of the wheels for braking the 
whoels. 

20. in a vehicle, two independent driving- 
wheels, raeahs for varying the working di- 
ameter, of the wheels, a motor, a power-driv- 
ing connection allowing of independence of 
rotation of the wheels for coupling the mo- 
tor to such wheels, in combination with au 
extra brake and brake-wheel therefor inde- 
pendently moanted and independently rota- 
table from either of the wheels for braking 
the "Wheels. 

21. lu a vehieJe-power, two driving-wheels, 
a portion of an axle attached to each wheel, 
means for bringing the axis of the two por- 
tions coincident, forming thereby ^ compound 
axle, another axle for the vehicle, a motor 
sleeved on the compound axle, a power con- 
nection from the ra<)tor to the compound axle 
and a resilient' support between the motor 
and the other axle. 

22. In a vehicle-power, a compound axle, 
conBisting of two independent rotating parts, 
a driving-wheel upon each part, a motor 
sleeved npon the compound axle and means 
connected v/ith the motor for driving each of 
the said parts, another axle upon the vehicle 
and a resilient support from the motor to the 
other axle. 

23. In a vehicle-power, an axle supporting 
a gear, two journals upon the axle to one side 
of the gear, a motor supported by the jour- 
nals, and an extension for supporting the 
ntotor reaching to the front axle. 

24. In a vehicle-power, an axle supporting 
a gear, two journals upon the axle to one sidr 
of the gear, a motor supported by the jour- 
nals, and gearing mounted integral with the 
motor driving the gear upon the axle. 

25. In a vehicle-power, an axle supporting 
a gear, two journals upon the axle to one side 
of the gear, a motor supported by the jour- 
nals, and an additional journal on the axle. 

26. In a vehicle - power, a motor, gearing 
driven by the motor, a suitable siipport and 
a tubular frame connecting the motor, gear- 
ing and the support. 

27. In a vehicle-power, a motor, a fuel- 
supply therefor, in combination with means 
for cutting ofE the iuel-sapply whenever the 
vehicle is out of the vortical or stopped sud- 
denly. 

2^. In a vehicle-power, a motor, an igniter 
for the motor, in combination with means 
for rendering the igniter inoperative when the 
vehicle is out of the vertical or stopped sud- 
denly. 

29. In a power-vehicle, a vehicle-body, a 
seat, a dasher, a floor-space separating them, 
lower than either, a motor located in the rear 
of the space, an air-duct leading to the motor, 
extending forward downwardly under the 
space to the dasher; then.sp the dasher to a 
point upon its forward face, and an opening 
for the duct, located at this point. 

30. In a power-vehicle, a vehicle-body, a 
seat, a dasher, a floor-space separating them, 
lower than the seat, a motor located in the 
rear of the space, an air-duct leading to the 
motor, passing forward downwardly under 
the space to the dasher; then to a point upon 
the forward face of the dasher, an opening for 
the duct located at this point and a power- 
blast or blower connected to the duct and an 
additional connection from the blower extend- 
ing to the mptor. 

31. In a vehicle-power, a motor, an igniter 
forthe motor, requiring fuel, in combination 
with means for cutting off the fuel-supply 
whenever the vehicle is out of the vertical or 
stopped suddenly. 

32. in a vehicle-power, a motor deriving its 
power from fire or heat, in combination with 
means for automatically extinguishing the 
fire or heat when the vehicle is out of the ver- 
tical or is stopped suddenly. 

33. In a vehicle-power, a motor, meaus for 
forcing or causing an air-blast through cer- 
tain ducts within the motor by the forward 
movement of the vehicle aided by a power- 
blast. 

34. In a vehicle, a wheel, a swivel for the 
wheel, at a point near the wheel, at one side, 
the said swivel having au axis lying oblique 
to the plane of the wheel, the angle being such 
as to intersect the said plane of the wheel at 
a point well up from the bottom of the wheel. 

35. In a vehicle, a wheel, a swivel for the 



GAS 



wheel at a point near the said wheel, on one 
side, the said swivel having an axis lying ob- 
lique to the plane of the wheel, the angle be- 
ing such as to intersect the plane of the'w^heel 
on the level, of interception by the wheel, of 
an obstacle of importance. 

30. In a vehicle-power, an axle, a recipro- 
cating motor sleeved upon the axle and re- 
siliently supported at another point to the 
running-gear of the vehicle, in combination 
with two oppositely- moving and equally- 
weighted pistons for the motor. 

37. In a power - vehicle, power- gearing, 
means for the support of the gearing, a ve- 
hicle-body, a separate seat and end for the 
body, and means for folding the separate 
parts with reference to the body. 

38. In a power - vehicle, power -gearing, 
means for the support of the gearing, a ve- 
hicle-body, two seats and an end for the body 
separate from the body, and moans for fold- 
ing both the seats and end with reference to 
the body. 

39. In a power - vehicle, power - gearing, 
means for the support of the gearing, a ve- 
hicle-body, a separate part including the top 
and end of such body, and a flexible joint lo- 
cated on the opposite side of the gearing from 
the said end. 

40. In a power, a revolving part having a 
peripheral face, a gear-wheel mounted within 
such part, the axis of said gear lying radial 
to the revolving part, in a plane outside the 
said face. 

41. In a powei:, a frittion-disli:, a f liction- 
wheel, a shaft for the disk, and a moving-ball 
thrust-bearing for the disk,. 

42. In a power, a friction-disk, a friction- 
wheel, a shaft for the disk, and moving-ball 
axle-bearing and thrust-bearings for the disk. 

43. In a power, a friction-disk, a friction- 
wheel, a shaft for the disk, a moving sleeve 
for the shaft, and ball-bearings between the 
shaft and the sleeve. 

44. In a power, a rotating shaft having a 
conical portion, a crank for the nhaft pro- 
vided with a conical perforation, and detach- 
able cooperating driving projections fi-om 
both the shaft and crank. 

45. In a power-vehicle, a gear on an axle, a 
driving-pinion for the gear, an intei-mediate 
gear between them, and a slot concentric with 
the axle for securing the axis or gudgeon of 
the intermediate gear. 

4C. In a power- vehicle, a gear on an axle, a 
shaft, a detachable pinion on the shaft for 
driving the gear, an intermediate ijear be- 
tween them, and a slot concentric 'vrth the 
axle for preserving the axis or gudgeon of 
the said intermediate gear. 

47. In a power-vehicle, a directable head- 
light, a mechanism for altering the speed of 
the vehicle, in combination with a handle con- 
trolling the direction of the said headlight. 

48. In a power-vehicle, a means for chang- 
ing the level of the vehicle, a means for vary- 
ing the speed of the vehicle, and a controller- 
handle for the first-named means whereby 
an. occupant of the vehicle may change the 
level of the vehicle at will. 

49. In a power-gearing, a revolving disk, a 
plurality of cooperating frietion-whoels for 
the disk, a shaft for the wheels, in combina- 
tion with an elastic mediu m between the shaft 
and the disk. 

50. In a vehicle-power, a power-driven ve- 
hicle-wheel, a mechanism for varying the 
speed of the wheel, a brake or stopping de- 
vice and steering-gear for the vehicle; a con- 
trolling land guiding handle, swinging in a 
horizontal plane for guiding, and also having 
a to-and-fro movement in another plane, a 
predetermined' position of rest in such last- 
named njovement, a connection from the han- 
dle to the speed-varying device, for operating 
it when to one side of the position of rest and 
to the stopping device, for operating it, when 
to the other side of the said position and a 
connection from the handle to the steering- 

617,049. EUGENE G. RASSINIER, 

Paris, France. Liquid-Carbonic-Acid 
Motive Power for Vehicles. Filed May 
10, 1897. Patented Jan. 3, IS'SO. Serial 
No. 635,773. (No model.) 

Be it known that I, Eugene Georges KAS- 
SINIER, of the city of Paris, France, have in- 
vented a Liquid-Carbonic- Acid Motive-Power 
Apparatus for Vehicles, (for which I have ob- 
tained Letters Patent in France for fifteen 
years, dated April 20, 1890, No. 255,679; in 
Belgium for fifteen years, dated January 19, 
1897, No. 125,809, and in England for four- 
teen years, dated July 3, 1896, No. 14,720,) of 
which the following is a full, clear, and exact 
t^escription, 

Myiuventionrelatestoliquid-carbonic-aoid 
motive -power apparatus specially adapted 
for vehicles. 

It is well known that when carbonic acid 
is used as a motive power the acid in expand- 
ing from the liquid to the gaseous state pro- 



duces such al,pW temperature congelation of 
that liquid carhonic-acid gjis. -Henitofore i( 
has been customary to heat the liquid-car 
bonic-acid receptacle in order to prevent coh- 
gelation from the above-mentioned causes. 
This heating of the carbonic-acid reccpta 
cle, however, is not practical where the mo- 
tor must be stopped and started frequently 
and is frequently stopped for a considerable 
length of time, for the reason that if tho car- 
bonic-acid receptacle continues to receive 
heat when the evolved gas is not being used 
the result will be an extremely high pressure 
in the said receptacle which must be relieved 
when the apparatus is at rest. A safety-val vft^ 
has generally been provided for this p.urpose, 
which of course is very wasteful of the car- 
bonic-acid gas. My invention obviates these 
disadvantages. In addition to obviating the 
•disadvantages mentioned, which result is ef- 
fected by heating the carbonic-acid-gas re- 
ceptacle only when the apparatus is in action, 
any apparatus, involves further special' ad- 
vantages. By my construction I am able to 
cause the carbonic-acid gas to expand three 
times its volume at a temperature of 200° be- 
fore its admission to the cylinder, and by ad- 
mixing a small quantity of steam therewith 
leakage is prevented, the pistoh is lubricated, 
and carbonic-acid gas is economized. 

My invention will be understood by refer- 
ring to the drawing, forming part thereof, 
which exhibits an apparatus embodying my 
invention. 

1. In an apparatus- for the production of 
rnotive power from liquid carbonic acid spe- 
cially adapted for use in motor-carriages, the 
combination of a liquid-carbonie-acid reser^ 
voir provided with a heating-chamber, ^gas- 
pxpansion chamber E communicating "with 
the liqn id-carbonic-acid reservoir, a source 
pf liquid-supply, a heater receiving carbonic 
ftcid and liquid from the expansion-chamber 
and liquid-reservoir respectively and produc- 
ing steam which is admixed with the car- 
bonic-acid gas in the heater, a motor driveHi 
by the said steam-and-gas mixture and acr 
exhaust from the said gas-raotor conducting 
the spent steam-and-gas mixture from the 
said motor to the heating-chamber for the 
liquid-carbonic-acid reservoir, whereby, whei 
tho motor is in operation, hot spent gases will 
be supplied by the motor to heat the liqaid- 
carbonic-acid reservoir to prevent the same 
from freezing, and when the motor is stopped, 
heat will no longer, be supplied to the said 
liqaid-carbonie-acidreservoir whereby a dan- 
gerous evolution of gas therein will be avoided 
■when the motor is at rest, substantially as 
described and for purposes set forth. 

2. The herein-described apparatus for util- 
izing liquid carbonic - acid gas for motive 
power, lubricating parts and effecting tho 
heating of the liquid carbonic acid to proven t 
congelation thereof while the motor is run- 
ning, comprising in its structdre, a liquidn 
carbonic - acid reservoir having a heating- 
chamber, an expansion-chamber E, a liquid- 
reservoir M provided with a pressure-pipe 
communicating with the liquid-carbonic-aoid 
receptacle in advanceof the expansion-cham- 
ber E, a tubular heater G communicating 
with the liqnid-reseryoir and the expansion- 
chamber E, a motor receiving a mixture of 
steam and hot carbonic-acid gas from the sai(t 
tubular heater and an exhaust forming a com- 
munication between the motor and the heater 
for the liquid carbonic-acid receptacle, and 
adapted to heat the same only when the mo-' 
tor is running. 

620,431. JOHN W. EISENHUTH, New 

York, N. Y., assignor to EUa V. Eisen- 
huth. same place. Explosive-Engine for 
Vehicles. Filed July 30, 1897. Patented 
Feb. 28. 1899. Serial No. 646,545. (No 
model.) 

My invention relates to improvements in 
motors, and has for its object the' production 
of a motor which may be operated by gas or 
compressed air and one that is adapted to use 
either gas or air interchangeably. 

It consists in certain novel constructions, 
combinations, and arrangements of parts, as 
will be hereinafter more fully described and 
claimed. 

In the drawngs. Figure 1 is a vertical 8e<y- 
tion through a portion of a vehicle, showingmy 
improved motor, the cylinder and compresaor 
being shown in side elevation. Fig. 2 repre- 
sents a central horizontal section through the 
cylinder of the saic, motor. Fig. 3 is a vertical 
transverse section through my improved mo- 
tor. Fig. 4 is a vertical transverse section 
through the cylinder and compressor of the 
motor, showing the position of the valves for 
operating the same. Fig. 5 represents a de- 
tail of the means for reversing the movement 
of the motor. Fig. represents a detail view 
showing the electrodes for producing the 
.sparks to ignite the explosive mixture forced 



GAS. 



51/ 



into the cylinder of the motor. Fig. 7 repre- 
sents a detail view of a part of the same, l^'ig. 
S shows a side elevation of a vehicle with my 
improved motor located thereon, and Fig. 9 
is a detail central vertical section of a mixer 
or carbureter employed in connection with 
my improved motor. 

A in the drawings represents my improved 
motor, and B the frame of anysuitable vehicle, 
upon which the same may be mounted. 

My invention is applicable to all sorts of 
work where a gas or air engine may be em- 
ployed, and is particularly adapted for use 
upon motor-vehicles of various kinds, such 
as motor cycles, carriages, and all sorts of 
like delivery-wagons. 

A very important feature of ray improved 
motor is the means whereby I am enabled to 
use compressed air to run the motor ^t either 
end of the cylinder and at the same time that* 
gas is being used at the other end. In carry- 
ing out -this-part of my invention! provide 
suitable tanks for holding c<imj)ressed air. 

My motor may be adapted for operation 
upon any style of vehicle; but, as shown in 
the drawings, the arras 3 of the motor-frame 
preferably engage the driving-shaft of the 
vehicle and are carried thereby. Any suit- 
able gearingjnay be interposed between the 
driving-shaft of the vehicle and th.e power- 
shaft of the vehicle, the frictional gearing 85 
shown in the drawings being mounted upon 
the power-shaft of the vehicle and adapted 
to engage in any well-known manner the fric- 
tional gearing 88, mounted upon the rear axle 
of the vehicle. 

It will be apparent from the description of 
t£te device as above given that I am enabled 
to produce a motorof very superior construc- 
tion and-one which may be adapted to propel 
any vehicle to which it may be applied with 
great power. The combination of the use of 
an explosive mixture at one end of the cylin- 
der and compressed air at the other produces 
very powerful- results. 

1. A motor comprising an oscillating cyliu^ 
der mounted upon a suitable frame, a, com- 
pressor mounted upon and carried by the said 
cylinder, the piston in the compressor being 
connected with a-piston in the cylinder so as 
1o operate when ihe cylinder oscillates, and 
means connecting" the ends of the cylinder 
with the ends of the.compressor, whereby op- 
erating charges may be compressed and forced 
into the cylinder, substantially as described. 

2. In a motor, the combination of an oscil- 
lating cylinder, mounted upon a suitable 
frame, a compressor mounted upon and car- 
ried by said cylinder so as to osciIIat|B there- 
with and adapted to be operated by the move- 
ment of the piston in the cylinder, means for 
admitting an explosive mixture into said com- 
pressor and cylinder for operating. the piston, 
and means for introducing air in the place 
of the said explosive mixture to assist in the 
operation of the piston, substantially as de- 
scribed. 

3. A motor comprising in its construction 
an oscillating. cylinder having a suitable pis- 
ton, a compressor adapted to oscillate with 
said cylinder and connected to said piston, 
whereby it is operated by the reciprocation 
of the said piston, means for admitting an 
explosive mi;s:ture to either end of the said 
cylinder, and means for admitting air under 
pressure for propulsion to either end of the 
said cylinder whereby the piston may be op- 
erated, substantially as described. 

4. A motor comprising in its construction 
a cylinder, means for connecting the said cyl- 
inder with a compressed-air supply for start- 
ing the operation of the motor, means for com- 
pressing air in said supply, and a compressor 
mounted and carried by the said cylinder for 
compressiogand forcing an explosive mixture 
into the said cylinder at the same time that 
the compressed air is being used to assist in 
the operation of the raotor, substantially as 
described. 

5. In a raotor for vehicles, theeomblnation 
■ with a suitable frame, of an oscillating cylin- 
der mounted thereon, a compressor mounted 
upon and carried by the said cylinder so as 
to oscillate therewith and adapted lo be op- 
erated by the movement of the pinion in the 
cylinder, compress ion -ch a mbei*s also formed 
npon the said cylinder and connecting the 
same with the ends of the compressor, means 
for supplying, the compressor with an explo- 
sive mixture, and means for supplying the 
compression-chambers with compressed air, 
whereby the piston in the cylinder may be 
operated by an explosive mixture alone or 
compressed air alone ov by means of an ex- 
plosive mixture at one end and compressed 
air at the other, substantially as described. 

6. In a motor for vehicles, the combination 
of an oscillating cylinder, a compressor 
mounted thereon, compression - chambers 
formed at either end of the said cylinder, 
valves in said chambers for regulating the 



flow of an explosive mixturethrough the said 
compressor and cylinder, and means con- 
nected with a piston for operating the com- 
pressor, substantially as described. 

7. In a motor for vehicles, the combination 
with a suitable framework, of a cylinder pi v- 
otally mounted thereon so as to be free to os- 
cillate, compression-chambers upon said cyl- 
inder adapted to receive a charge of an ex- 
plosive mixture, a compressor for preparing 
said charge mounted on said oscillating cyl- 
inder, valves for said compression-chamber 
for regulating the flow of explosive mixture, 
means for igniting the explosive mixture in 
the compression -chambers, and means for 
controlling the admission of the explosive 
mixture to the cylinder and of the exhaust 
therefrom, adapted to be operated by the os- 
cillation of the cylinder, substantiallj- as de- 
scribed. 

8. In a'raotor for vehicles, the combination 
with a suitable frame, of a cylindeE-i)ivo tally 
mounted upon said frame, and a uiaih shaft 
also mounted thereon, a crank formed upon 
the said main shaft and a piston-rod connect- 
ing the said crank with a piston in the cylin- 
der whereby upon the operation of the piston 
the cylinder is caused to oscillate, means for 
admitting an explosive mixture, and also 
means for admitting air to operate said pis- 
ton, the construction being such that the ex^ 
plosive mixture alone or air alone, or the ex- 
plosive mixture and air together may be used 
to operate the engine, substantially as de- 
scribed. 

9. In a motor for vehicles, thecon^bination 
with a suitable frame, of a cylinder provided 
with hollow trunnions mounted npon said 
frame, a water-jacket surrounding the said 
cylinder and adapted to receive a supply of 
water through one of said hollow trunnions, 
means for admitting an explosive mixture to 
said cylinder through the other hollow tmn*^ 
nion, and valves for controlling the flow of 
ihe explosive mixture adapted to be operated 
by the oscillation of the cylinder, substan- 
tially as described. 

10. In a motorfor vehicles, the combination 
with a suitable cylinder mounted thereon-, of 
conapression- chambers connected with said 
cylinder, electrodes mounted in said compres- 
sion-chambers, one of said electrodes in each 
chamber consisting of a spring-pressed rod 
carrying a toothed wheel and the other'elec- 
trode in each compression -chamber comprise 
ing a valve adapted to regulate the flow of 
an explosive mixture from each compression^ 
chamber into the cylinder, the said valves be- 
ing normally held closed by the spring,and 
means for opening said valve and causing the 
said electrodes to make and break the con- 
tact simultaneously for igniting the?explo3iTe 
charge, substantially as described. 

11. A motor for vehicles, comprising a suit- 
able cylinder mounted thereon, compression- 
chambers connected with each end of the cyl- 
inder, a compressor formed upon said cylin- 
der and also connected with the said com- 
pression-chambers, means foradmitting com- 
pressed air to each compression-chamber, and 
means for admitting an explosive mixture to 
said compression-charab.ers and through the 
same to the said cylinder, and valves for con- 
trolling the flow of the air and explosive mix- 
ture whereby either air or the explosive mix- 
ture may be admitted to either end of the 
cylinder for operating the piston therei n , sub- 
stantially as described. 

12. In a motor for vehicles, the combination 
of an oscillating cylinder, compression-cham- 
bers mounted on each end of the same, one 
or more compressed-air t^nks also mounted 
upon the said vehicle, and means for con- 
necting the said air-tanks with the said com- 
pression-chambers for operating the piston 
in the cylinder and means for heating the 
said compressed-air tanks, substantially as 
described. 

13- Inamotorfor vehicles, the combination 
of an oscillating cylinder mounted thereon, 
air -cylinders mounted upon said vehicle, 
means connected with the main shaft of the 
motor for compressing air in the said cylin- 
ders and means forheatingtheairin thesaid 
cylinders, means for delivering the said com- 
pressed air through the ends of the cylinder 
for operating the pistoji therein, theconstruc- 
tion being saeh that the supply of air may 
be derived frpin the compressed-air cylinder 
which is being heated while the air may be 
compressed in the other cylinder, which is not 
being heated at the same time, substantially 
as described. 

14. In a motor, the combination with a cyl- 
inder adapted to oscillate, of compression- 
chambers connected with each end of the said 
cylinder, means for supplying the said com- 
pression-chambers with explosive mixtureor 
air, valves for controlling the flow of said op- 
erating mixture through the said cylinder, 
and valves for controlling the exhaust from 
the said cylinder, adjusting-blocks mounted 



in the supporting-frame of the said cylinder, 
means secured to the outer end of the said 
valves adapted to engage the said blocks 
whereby the valves are adapted to bo opened 
and closed at the proper time, and means for 
adjusting the said blocks for regulating the 
time when the valves are opened, substan- 
tially as described. 

15. Inamotorforvehicles, the combination 
with a suitable frame, of a cylinder pivotally 
mounted thereon.wherebytlio same is adapted 
to be oscillated, compression -cliambers se- 
cured to said cylinder and connected to each 
end thereof,mean^ forsupplying the said com- 
pression-chambers with air and an explosive 
mixture :for operating the same, valves for 
controlling the flow of the said explosive mix- 
ture or air, friction-rollers secured to the outer 
end of satd valves and adapted to engage 
adjustable blocks mounted in arms fornied 
upon the said frame, whereby the valves are 
opened and closedat thepropertime, thesaid 
blocks being^mounted in grooves^concentrio 
with the axis upon which the cylinder oscil- 
lates, and means for raising and lowering the 
blocks iis desired to change the tihie of open- 
ing the valves, to regulate the running of the 
motor, substantially as described. 

IG. Inamotorforvehicles, the combination 
with a suitable frame, of an oscillating cylin- 
der mounted thereon, compression-chambers 
communicating with the ends Qf said cylin- 
der, compr#sed-air tanks also mounted upon 
the said frame, means forconnecting the said 
compressed-air tanks with the said oompres- 
fiidn-chambcrs,' the said meanS being pro- 
vided with a sliding joint formed concentric 
with the axis upon which the cylinder oscil- 
lates whereby the connection .with the air- 
tanks is maintained in all positions which the 
cylinder assumes, substantially as described. 

17. In a motor for vehicles,the combination 
with a suitable frame, of an oscillating cylin- 
der mounted thereon, a compressor formed 
upon said cylinder, compression -chambers 
connected with each end of the cylinder and 
also with the compressor, valves for control- 
ling theopenings which connect the said com- 
pressor and cylinder with the said compres- 
sion-chambers, means for admitting an ex- 
plosive mixture to said compressor, means for 
admittingcompressed airto thesaid compres- 
sion-chambers, valves for controlling the en- 
trance of the explosive mixture into the said 
compressor, and means for holding one of said 
valves- at one end of the compressor open, 
when using compressed air at one end of th 
cylinder and an explosive mixture, at the 
other end thereof, substantially as described. 

623,224. ELLIOTT J. STODDARD, 

Detroit, Mich., assignor to the Henry C. 

Hart Manufacturing Company, same place. 

Gas-Motor Engine. Filed Jan. 23. 1897. 

Renewed Sept. 7, 1898. Patented Apr 18 

1899. Serial No. 690,443. (No model.) 

This invention relates to free- flying-piston 
engines operated by explosions of gaseous or 
explosive mixture to secure power for propel-" 
ling wheeled vehicles or driving machinery. 
Anengineof this character is ordinarily more 
or less noisy in action and its unbalanced 
motions are very objectionable. 

The chief object of my present invention is 
to secure practically noiseless action and 
equilibrate the motion of the engine during 
the forward flight of the piston in that class 
of power mechanism wherein the free-flying 
piston of agas-motor engioe energizes a spring 
which effects the back strokes of the piston 
and transmits motion to a rotary shaft or 
wheel adapted to be arranged in* operative 
connection with a machine, vehicle, or other 
apparatus which is to be drive-n or operated. 
To accomplish this object, my invention don- 
sists, essentially, in the combination, with a 
free-flying-piston gas-engine and means for 
rotating a shaft as the piston moves, of an 
ecLuilibrating-weight having a rectilinear mo- 
tion opposite to that of the piston in its flight 
for balancing the motion of the engine, par- 
ticularly during the flight of the pistoji. 

The invention also consists in the features 
of construction and the combination or ar- 
rangement of parts hereinafter described and 
claimed, reference being made t^ the accom- 
panying drawings, in which — 

; Figure 1 is a broken side elevation of a gas- 
motor engine embodying ray invention, and 
Fig. 2 is a plan view of the same. 

Inasmuch as all the parts are positivelv 
connected and work in the frame of the en- 
gine and the quantity of motion in one di- 
rection is equal to the quantity of motion in 
the opposite direction, equilibration in the 
motions of the working parts of the engine is 
secured and noise and lost motion ^ncident 
to the use of toggle-joints or jointed rods in 
power-transmitting mechanisms are avoided. 
I do not broadly claim the combination, with 
a cylinder and a free-flying piston, of sepa- 



512 

rated pulleys or ■wheels positively connected 
to turn in unison and opcr.atively connected 
with the free-flying piston and a spring placed 
under tension by the workingstrofce of the pis- 
ton, as such combination is not my invention. 

1. Thecombination withafree -flying-piston 
gas-engine, and means for rotating a shaft as 
I he piston moves, of a power-spring placed 
under tension by the movement of the piston 
in onedirection, and an equilibrating-weight 
connected with said power-spring and having 
a rectilinear motion opposite to that of the 
piston in its flight, the power-spring serving 
to move the weightln one direction, substan- 
tially AS described. 

2. The combination with a gas-engine hav- 
ing a free flying-piston, a spring engaged by 
and solely resisting the forward flight of the 
pisto?!, and means for rotating a shaft as 
the piston moves, of an eqnilibrating-weight 
connected with said spring and moved in one 
direction by the recoil of said 8p)"ing, sub- 
stantially, as described. 

3. The con\bination with a cylinder having 
a piston, of separated pulleys connected by a 
flexible connection and operatively connected 
with the engine-piston, a power-spring, and 
an eqnilibrating-weight connected with the 
power-spring and moved to aud fro as the 
pulleys oscillate, substantially as described. 

4. The combination with a cylinder having 
a free-flying piston, of separated pulleys con- 
nected by a flexible connection aud opera- 
tively connected with the engine- piston, a 
power-spring, and an equilibrating- weight 
connected with the power-spring and moved 
to and fro as the pulleys oscillate, substan- 
tially as described. 

5. The combination with a cylinder having 
a free-flying piston, of separated pulleys con- 
nected by a flexible connection and opera- 
tively connected with the engine -piston, a 
power-spring, and an eqnilibrating-weight 
operatively connected with said spring and 
said pulleys and movable to and fro as the 
pulleys oscillate, substantially as described. 

G. Thecombination withacj'Under having 
a piston, o^ separated pulleys connected to 
turn in unison and operatively connected with 
fhe engine-piston, a power-spring, and an 
equilibrating- weiglit operatively connected 
with said spring and said pulleys, substan- 
tially as described. 

7. The combination with a cylinder having 
a piston, of separated pulleys connected to 
turn inunisonand operatively connected with 
the engine-piston, a power-spring, a guide- 
way, aud ancquilibrating-weight movable to 
and fro upon said guideway and operatively 
connected with the spring and pulleys, sub- 
stantially as described. 

8. The combination with a cylinder having 
a piston, rotary shafts, pulleys or wheels con- 
nected to turn in unison and operative!}' con- 
nected with the engine-piston, clutches which 

.permit the pulleys or wheels to turn in one 
direction independently of the shafts, and a 
power-spring, of an eqailibrating-weight op- 
eratively connected with said spring and said 
pulleys to balance the motions of the working 
parts, substantially as described. 
. 9. The combination with a cylinder having 
a free -flying piston, separated pulleys or 
wheels connected to turn in unison and op- 
eratively connected with the engine-piston, 
and a po wer-spring,of an equilibrating-weight 
connected with the. power-spring and opera- 
tively connected with said pulleys to balance 
the motions of the working parts, substan- 
tially as described. 

10. The combination with a free-flying-pis- 
ton engine, two shafts provided with pulleys 
or wheels, clutches arranged in operative con- 
nection with the pnlleys or wheels and acting 
in the same direction on the shafts, a flexible 
connection between the pulleys, flexible con- 
nections between the pnlleys and theengine- 
piston, and a power-spring, of a reciprocatory 
equilibrating-weight operatively bonnected 
with the spring and the pulleys or wheels, sub- 
stantially as described. 

626,022. ISAAC B. HAMMOND, Port- 
land, Ore. Engine. Filed Jan. 23, 
1897. Patented May 30, 1899. Serial No. 
620,424. (No model.) 
My invention relates to that class of engines 
or motors in which the power is generated by 
theexplosionofgas — a8,for example, naphtha 
or any suitable gas, being forced into the ex- 
plodiug-chamber, may be ignited or exploded 
by means of the electric spark or otherwise. 
My invention contemplates that the explo- 
sion of the gas will store up, in the form of 
compressed springs or air or otherwise, energy 
in such form as to be readily applied by suit- 
able mechanical means, as gears and sprocket- 
chains, to do the work required. 
My invention or motor I have designed es- 
_j)eciany for use in connection with motor-cy- ' 



GAS. 

cleSjthougTi it willbeapparent that the princi- 
pal features thereof may be readily adapted 
to many analogous uses. 

The principal and novel features of my in- 
vention may bestated in a generalway to con- 
sist in a cylinder and piston, valves connected 
therewith, and an explosion-chamber so ar- 
ranged and. combined that the user may at 
will ignite charge after charge of gas in the 
.explosion-chamber to reciprocate the piston 
and the piston-rod connected therewith to do 
the work required. 

In my motor the cylinder and valves are so 
constructed aud arranged that when an ex- 
plosion takes place the piston-rod is forced for- 
ward against the tension of a spring, and as 
its forward stroke iscorapleted vent« provided 
in the valve are opened, so that the piston 
under spring-pressure may be forced back to 
its first position unobstructed. 

My invention further relates to certain de- 
tails of construction which will be hereinafter 
more particularly described. 

My invention will be more readily under- 
stood by reference to the accompanying draw- 
ings, in which — 

Figure 1 is a sectional elevation of a motor 
constructed in accordance with my invention, 
the motor being shown in operative relatfon 
with a sprocket chain and wheel. Fig. 2 is a 
sectional view thereof on line 2 2 of Fig. 1, 
Fig. 3 is a detail sectional view of a portion 
of the motor, showing the piston-valve mech- 
anism. Fig. 4 is a sectional view on line 4 4 
of Fig. 3,- Fig. 5 is a sectional view on line 
5 5 of Fig. 3. 

1. In a motor, the combination with ac)'!- 
inder, of a piston adapted to reciprocate there- 
U\ and operatively connected with mechan- 
ism to be actuated, means for admitting gas 
or fuel under pressure to said cylinder, a de- 
tent adapted to maintain the piston at one 
end or portion of its stroke while the gas is 
being thus admitted, and means for igniting 
the gas in the cylinder, the detent being 
adapted to bo disengaged from the piston 
upon the pressure of the gas within the cyl- 
inder being increased upon its ignition, sub- 
stantially as described. 

2. In a motor, the combination with a cyl- 
inder, of a piston adapted to reciprocate there- 
in, a snpportc actuated by the piston, apawl 
e carried by the support, a. chain or belt d 
adapted to be engaged by the pawl, means 
for admitting gas or fuel under pressure to 
said cylinder, a detent adapted to maintain 
the piston at one end or portion of its stroke 
While the gas is being thae admitted, and 
means for igniting the gas in the cylinder, 
the detent being adapted to be disengaged 
from the piston upon the Pressure of the gas 
within the cylinder being-increased upon its 
ignition, substantially as described. 

626,294-. EDWARD J. PENNINQ- 

TON, Coventry, Enxland. Self-Pro- 

pelled Vehicle. Filed Oct. 33. 1896. 

Patented June 6, 1899. Serial No 

609,798. (No model.) 

feeitkuownthatl, Edward Joel Penning- 
ton, a citizen of the United States, residing at 
Coveutry,in the county of Warwick, England, 
have invent!^'' certain now and useful Im- 
provements' fn or Relating to Self-Propelled 
Vehicles, (for which I have obtained a patent 
in Great Britain, No. 20,161, dated September 
II, 1896,) of which the following is a specifi- 
cation. 

This invention relates to self-propelled ve- 
hicles, preferably three-wheeled, the chief 
features of which are illustrated in the ac- 
companying drawings by way of example in 
their appjication to a three-wheeled vehicle. 

In the drawings. Figure 1 is a side eleva- 
tion, and Fig. 2 is a plan, of the said vehicle. 

1. In a motor-vehicle, the combination of 
the frame, steering and driving wheels joiir- 
naled thereon, a motor attached to the frame 
and connected to the driving-wheel by differ- 
ential gearing, seats for riders or passengers 
supported in the longitudinal center of the 
fraine,hollow foot- rests attached to the frame, 
and means for carrying the exhaust from the 
engine to the hollow foot-rests, substantially 
as set forth. ^ 

2. In a motor-vehicle, the combination of 
the frame, steering and driving wheels jour- 
naled thereon, a motor attached to tho frame 
aud connected to the driving-wheel by differ- 
ential gearing, a seat at the front and one at 
the rear of the frame facing the direction of 
travel, intermediate seats facing laterally in 
opposite directions, hollow foot-rests fpr the 
front and lateral seats, and means for direct- 
ing the exhaust into the foot-rests, substan- 
tially as set forth. 

626,295. EDWARD J. PENNING- 
TON, Walton -upon -Thames, England ■ 
Motor Attachment for Bicycles. Filea ' 



Dec. 30. 1897. Pafented June 6, 1899. 

Serial No. 664,734. (No model.") 

Ke it known that I, ED\yARD J. l^ENMNG- 
TON, a citizen of the Unitpd States, residing 
at Walton-upon-Thames, connty of Surrey, 
England, have invented certain newand use- 
ful Improvemeutsin or Relaliugto tho Appli- 
cation of Motive Power to Cyches, (for which 
I have obtained a patent in Great Britain, 
No. 14,7GE), dated July 3, 189G,) of which the 
following is a full, olear, and exact descrip- 
tion. 

This invention relates to the application of 
motive power to cycles, and I will describe it 
as involving the application of an oil-engine 
to a safety-bicycle, though other forms of en- 
gine may be employed, as desired. 

One of the primary object^oftheinvention 
J is to enable motive power to be applied to a 
cycle — in this case a safety-bicycle of ordi- 
nary construction — without necessarily alter- 
ing the construction of the bicycle, although 
the frames maj' be specially constructed, if 
desired. 

According to the present invention I pro- 
vide a suitable motive-power engine, prefer- 
ably oue of the Pennington type of oil-engine, 
with any desired number of cylinders, ^by 
preference four, so as to reduce vibration. 
The engine is carried by or upon a suitable 
platform or frame, which may or may not be 
of tubnlar construction, and adapted to be 
clamped or otherwise firmly connected with 
tho existing framing of the bicycle by suit- 
able clamps, brackets, or the like. The ac- 
tual fastening devices may with advantage 
consist of bolts with wing-nuts, which can be 
easily undone; but ordinary nnt-s may be em- 
ployed or other suitable joints— as, for exam- 
ple, splitcouplingswith nuts to join them — 
may be usod, or, again, permanent connec- 
tions maybe provided upon the frame of the 
bicycle with which the engine-frame may be 
connected — for instance, tubnlar projections 
or sockets into which portions of the engine- 
frame may be fitted and secured by bayonet 
or other joints, or the sockets may be split 
and secured by nuts, as before described, or 
independent bolts and nuts may be used. It 
is intended to apply the power of the engine 
to the front or steering wheel of the bicycle, 
and for this purpose the engine connections 
may be made to the handle-bar or steeriog- 
fork, or both, so that the whole engine will 
move ivith the steering-wheel, and thus keep 
the connectingparts in proper alinement. As 
the engine moves with the steering-fork, or- 
dinary driving in eehani'sm, such as bands and 
pulleys or chain and chain-wheels, may be • 
employed, or the driving may be from the en- 
gine-shaft by means of preferably a rubber- 
covered pulley or wheel indirectcontact with 
the tire of the steering-wheel, the gearing 
down of the engine, if that be necessary, be- 
ing conveniently provided by the relatively 
small diameter of the driving-pulley on the 
engine-shaft. 

The oil-reservoir and sparking-battery may 
be connected with the frame or handle-bars 
or engine in any convenient manner, flexible 
or other accommodation devices being pro- 
vided, if needed, 

Intheaccompanyingdrawings, Figure lis a 
side elevation of a safety-bicycle and its mo- 
tive apparatus secured to the steering-frame, 
showing one means of driving the steering- 
wheel. Fig. 2 is a similar view illustrating 
another means of connecting the motor to the 
steering-wheel. 

1. Thecombination with abicycle, of a mo- 
tor, a frame carrying the motor and fastened 
to the steering-frame of thebicycle,and means 
for driving the steering-wheel from the mo- 
tor, substantially as set forth. 

2. Thecombination withabicycle, of a mo- 
tor, a frame carrying the motor and detach- 
ably fastened to the steering-frame of the bi- 
cycle, and means for driving the steering- 
wheel from the motor, substantially as set 
forth. 

627,359. HERBERT B. STEELE, 

Maiden; Mass. Automobile Vehicle, 
Filed Jan. 18, 1897. Patented June 20, 
1899. Serial No. 619.545. (No model.) 
My invention consists in devices for modi- 
fying the application of power to the propel- 
ling-wheel of the vehicle, in devices for en- 
abling the rider to control the power and speed 
of the vehicle, in improvements in the driv- 
ing engine or motor and in the adaptation 
thereof for use upon vehicles and also in con- 
nection with said devices for modifying the 
application of power, in devices for main- 
taining a uniform speed of said engine pv 
motor, and in structural details hereinafter 
specified. 

In the followiug description my invention 
is shown embodied in a machiheof the safety- 
bicycle type, and the engine or motor is of 
the kind known as "explosion-engines." 



In ihe dmwingg, Figure 1 is a view in side 
elevation of the entire machine. Fig. 2 is a 
.longitudinal central section,' much enlarged, 
of the engine and case, and in this view and 
in all succeeding ones the engine is shown as 
if vertical ou account of convenience in exe- 
cuting the drawings. Fig. 3 is an enlarged 
view in elevation of the rear of the vehicle and 
from the left-hand endof Fig. 1. Fig. i is an 
enlarged view in elevation of tlte central case 
cont4iining the modifying or con verting mech- 
anism and portions of parts attached, the cap 
of said case being removed. Fig. 5 is a section 
tateu through the case and parts of Fig. 4 on 
a plane through the center lines of the frame- 
tubes and shows especially the mechanism 
fordriving thedevice or valve controlling the 
admission of vapor to the engine and also 
certain air- passages in one of the frame-l ubes. 
Fig. G is a view, much enlarged, in horizontal 
section through the center of the case and 
the axle of the vehicle, representing the 
power modifying or transforming devices, 
their relation to each otlier and to the said 
axle, and the construction of said axle. Fig. 
7 is a view, much enlarged, of the power end 

of the engine and attached parts with a por- 
tion broken out to show a partial central sec- 
tion of the engine, a portion of the ignition- 
valve being also broken away to show the 
vapor-passage thereiu indicated by the sec- 
tion-line 7 7 of Fi^ 11. Fig. 8 is a view in 
plan, enlarged, of the case containing the 
modifying or transforming devices, a portion 
thereof being broken out to show the mech- 
anism beneath, being generally a section on 
the line 8 8 of Fig. 5. Fig. is a vertical sec- 
tion, much enlarged, through the center of 
the vapor-admission device. Fig. 10 is a ver- 
tical 3ection„niuch enlarged, taken centrally 
through the lower portion of the Vehicle- 
frame and showing particularly the devices 
for handling and spraying the oil. Fig. 11 is 
a view, much enlarged, of the under side of 
the ignition-valve. Fig. 12 is a view in ele- 
vation, much enlarged, of the top end of the 
engine from the opposite side of the machine 
from that shown in Fig. 1, representing the 
ignition device in full. Fig. 13 is a view in 
elevation, ?nuch enlarged, of the central por- 
tion of the engine and vapor-admission de- 
vice with portions removed to exhibit the in- 
terior construction and the course of the oil 
to the vapor-admitting devices: 

The ej'cle of movement or progressive use 
of the working fluid in this engine is similar 
to that of the so-called "Robson'' engine,, de- 
scribed on page 196 of the Gas Engine by 
Dugald Clerk, London, Longmans, Green & 
Co., 1894. In this Robson method "gas and 
air are drawn into the front end of tlie cylin- 
der during the return stroke of the piston 
through an automatic valve and at atmos- 
pheric pressure. Th.e next out or motive 
stroke of the piston compresses the mixture 
in an intermediate chamber, and when the 
piston is fully out and the exhaust-ports of 
the cylinder fully open these compressed 
gases lift a valve leading to the compression- 
space of the engine, discharging before it the 
burned gases contained in the cylinder 
through the exhaust-valve and filling the cyl- 
inder and space with the explosive mixture. 
This reduces the pressure in the intermediate 
chamber, so that the return stroke of the pis- 
ton besides compressing the explosive cTiarge 
in the explosive-space of the cylinder can 
draw a fresh charge into the iijtermediate 
chamber, there to be compressed and used as 
before." 

In my method the means of accomplishing 
the various steps differ from the Robson, as 
do also the mechanical devices for accom- 
plishing it, and by my method the air and the 
fuelarekept separate and the oil is restrained 
from entering th,e cylinder until after the air 
is admitted and has forced from the cylind-er 
the burned gases and aho until after the ex- 
haust-ports are closed. This insures that 
there shall be no loss of fuel. I also ignite 
the explosive charge antomatieally by the 
heat of the compression, which is made high 
enough — say one hundred pounds to the 
square inch — to do so, being sufficient when 
taken in connection with the heat remaining 
from the previous explosion, and care should 
betaken to use a spring K that shall be strong 
eaougb to store up sufficient power to permit 
it to effect this degree of compression upon 
the mixture. The reciprocating parts of the 
engine' should be sufficiently heavy to deliver 
this stored fores at the end of the return 
stroke of the piston while the compression in 
the explosion-chamber is going on. 

From the foregoing it will be seen that there 
is embodied in the invention which has been 
described means by which the engine may be 
started without causing the driving-wheel to 
be actuated and wh6reb3'.the engine maybe 
set in operation before the machine is mount- 
ed or the vehicle started; also, means by ^ 



GAS. 



which the connection between the engine and 
the driving-wheel may be established by a de- 
vice actuated by the foot of the rider; also, 
that by said device the amount of power de- 
livoi-ed to the driving-wheel, and therefore 
the speed at which it is turned, may be varied 
at the will of the rider. Itwillalsobe seen that 
tbere is combined with this means for start- 
ing and operating the engine a brake that is 
adapted to bo applied by foot-power and at 
anytime, either with Ihe power upon the driv- 
ing-wheel or not, also, that this method of op- 
erating and controlling the vehicle leaves tlie 
hands of ihe rider free to grasp and use the 
.steering-hanOle, as m the usual safety-bicycle 
or other similar machine. This construction 
of engine and wheel also provides a propelling 
mechanism entirely inclosed and has no chain, 
crank, or other moving external parts and 
the engine or driving mechanism is freely 
connected with the driving-wheel, so that no 
ordinary cramping or other common accident 
will interfere or prevent the deli very of power 
to the wheel. It will further be seen that tlie 
various operative parts of the engine are con- 
tained in the frame of the machine and econ- 
omy in space and weight thereby effected, that 
the mechanism isso balanced that the machine 
is not subjected to vibration, that because of 
the interposition of the spring R^ shocks or 
abrupt impulses of the explosion are not felt, 
and that the engine is adapted to be directly 
started and without the usual preliminary 
movements. I would further say that the 
various features of the invention are adapted 
to other engines and uses, and that I do not, 
so far a^ they are concerned, limit the inven- 
tion to their employment with vehicles^ I 
would further say that while I have shown 
the invention its applied to a safetj'-bicycle 
I do not mean to limit its use' to its connec- 
tion with such a vehicle, as it may bo used 
in connection with a vehicle of any kind. 

While in many instances the use of the 
saved last explosive charge is a good and all- 
sufficient means, for starting and may be ap- 
plied to existing engines therefor and when 
so used, I hold, comes within the scope of this 
invention, still as in many instances it may 
be desirable to use, as in the present and on 
account of the more perfect combustion in- 
duced thereb}', an explosive mixture so di- 
lute as to be exploded with difficulty in the 
cold uncompressed state in which it exists at 
the time of starting I prefer to use some vapor 
from the reservoir to enrich this first charge, 
and as it is evident that this use of the reser- 
voir-vapor and the auxiliary chamber offer a 
second good and sufficient means of starting 
I claim both methods singly, as well as jointly. 

I.disclaim any and all matter shown and 
described herein which has been made the 
subject-matter of my divisional application 
filed July 12, 1897, Serial No. 644,177, and 
claimed therein. 

1. In an explosion-engine, the combination 
of a combustion-chamber H, means of supply- 
ing an explosive charge to said chamber, an 
inlet-valve as G- normally operated by the 
pressure of the incoming charge, and a device 
adapted to be actuated as byhand which de- 
vice is further adapted upon such actuation 
to unseat or lift the said valve and permit the 
escape of said cliarge. 

2. In an explosion-engine, a piston, a com- 
bustion-chamber and a valve automatically 
opening to admit charge to combustion-cham- 
ber, means of supplying said charge, and a 
device adapted to lift the said valve or re- 
strain it from closing and allow escape from 
the combustion-chamber when said device is 
so operated. 

;j. In an explosion-engine, a common cham- 
ber as H, means of supplying an explosive 
charge to said chamber, an inlet-valve as G* 
normally operating by the pressure of the 
incoming charge, and a tappet as p adapted 
when actuated as by band to move against 
the said valve and lift same from its seat for 
the purpose of releasing said charge. 

4. In an explosion-engine, a combustion- 
chamber as H, moans of supplyiug an explo- 
sive charge to said chamber and an inlit- valve 
as G^ normally operated by the pressure of 
the incoming charge and adapted as by means 
of an extension of its stem to be forced from 
its seat by the operation of a tappet as p, for 
the purpose of releasing said charge. 

5. In an explosion-engine, a. combustion- 
eharaber as H, means of supplying an explo- 
sive charge to said chamber, an inlet-valve as 
G- normally operated b^' the pressure of the 
incoming charge, and a device adapted to be 
actuated as by hand to unseat or lift the said 
valve and a chamberasG'intowhichthesaid 
Charge may escape upon such actuation of the 
said device. 

6. Thecombination in an explosion-engine, 
of a cylinder-chamber having an explosion- 
space H, the auxiliary chamber as G' with 
which it isconneeted byrelativelylargeopen-- 



513 

ing, the valve G^ for automatically opening 
and closing the said passage, movable toward 
or. into the chamber II to open said pa.ssage, 
the said valve also adapted to close the said 
ptissage and resist the action of the explosive 
charge in the chamber 11, and a device which 
is adapted to be actuated as by hand for 
opening the s*iid valve, as and for the pur- 
poses described. 

7. Thecombination in an explosive-engine, 
of the cylinder having the explosion-space II 
and the auxiliary chamber G' both extending 
integrally in one structure, means of causing 
an explosion in the said auxiliary chamber, a 
large opening connecting the two chambers, 
a valve as G^ for opening and closing the said 
opening opposed to the explosion of the charge 
in the chamber H, and opening to the explo- 
sion of the charge in the chamber G', the 
whole being adapted for the purpose of start- 
ing the engine. 

8. Thecombination in an explosion-engine, 
of the piston-chamber having the section H, 
an opening therefrom, the valve G^ for open- 
ing and closing the same, the spring g'^ for 
automatically closing said valve and holding 
it closed, the valve-stem g'^ and a tappet or 
similar device having an external section 
adapted to be moved by hand and adapted, 
upon its inward movement, to be moved 

against the valve-spindle to move the same to 
open the valve, and a spring for holding the 
t?ippet removed from the spindle. 

9. The combination in an explosion-engine 
of the combustion-chamber as II, the cham- 
ber G' extending integrally in one structure 
therewith and means of igniting an explosion 
therein, the passage from the combustion- 
chamber to the chamber G' by which an unex- 
ploded chai-ge may be released and a valve 
for opening and closing the said passage, the 
said valve being automatically opened upon 
the explosion in said chamber G'. 

10. The combination in an explosion-engine, 
of the chamber II, a passage therefrom, the 
chamber G', the valve G^ automatically actu- 
ated b}'' variations in pressure as specified, 
and a device for opening said valve by hand 
at any desired time, as and for the purposes 
set forth. 

11. Thecombinationin an explosion-engine 
of the combustion-chamber as H, a chamber 
as G', a valve adapted to open inwardly into 
the said combustion-chamber automatically 
by pressure and a device to open the said 
valve when actuated as by hand. 

12. The combination in an explosion-engine 
of the section II, of the piston-chamber, the 
chamber G', the passage g'", the air-inlets I', 
the valve G^ opening and closing the said 
passage g^ andthe valve G' opening the said 
passages I', as and for the purposes described. 

13. Thecombination in an explosion-cham- 
ber, of the piston-chamber having the section 
H, the chamber G', a passage connecting i^he 
two chambers, the valve G^ for opening and 
closing said passage, the inlets I', the valve 
G* and the spring g^ common to both valves 
and adapted to clo.se each or assist in closing 
them. 

14. Thecombination in an explosion-engine 
of the section II of the piston-chamber, the 
chamberG', theconnecting-passage, tbfe ports 
r, the valve G*, the piece G^ having seats for 
the valve G^ and the valve G^ a support or 
sleeve g carried by said seat-piece G^ the 
valve-spindle g^ supported thereby and mov- 
able' therein, the valve -sleeve supported 
thereby and movable thereon and connected 
with the valve G' and suitable valve-closing 
spring or springs. 

15. Thecombination in an explosion-engine 
of the piston-chamber having the extension 
H, the auxiliary chamber G' opening into the 
chamber II, an automatically-acting valve 
between the two, a reservoir, vapor or gas 
holding device adapted to be charged during 
the operation of the engine connected with 
said chamber G' and adapted to provide it 
with preliminary explodible charges in start- 
ing the engine, as and for the purposes de- 
scribed. 

16. The combination in an explosion-engine 
of the extension H of the piston-chamber, 
the chamber G' connected therewith, a valve 
between the two actuated as specified, a 
holder or reservoir for holding explodible 

gas or vapor under pressure connected with 
said chamber G' and a valve between the two, 
the movement of which connects and closes 
the connection between the reservoir and the 
said chamberG' ad mitt ing during its turning 
to said chamber an explodible charge, as and 
for the purposes described. 

17. The combination in an explosion-engine 
of the auxiliary chamber formed structurally 
integral with the cylinder for receiving and 
holding a preliminary charge, jneans within 
said auxiliary chaml>er for igniting said pre- 
liminary charge and a reservoir for furnish- 



514 



GAS. 



' ing gas for the said charge, the sakl reservoir 
adapted to be recharged by and during the 
operation of the engine. 

18. Thocombinationinanexplpsiou-enj^ine 
of the piston-chamber having tlie extension 
II, the auxiliary chamber G' connected with 
the piston-chamber, a valve between the two, 
a reservoir for holding gas or vapor under 
pressure adapted to be charged by and dur- 
ing the operation of the engine, the said res- 
ervoir connected with the pi.ston -chamber and 
the said chamber G', the piston J' in the pis- 
ton-chamber, and means foroponingandclos- 
ing the connection between the said reservoir 
and piston-chamberand thesaid rescrvoirand 
chamber G'. 

I'J. Thecombination inanexplosion-engine 
of the piston-chamber having the extension 
n, the chamber G' connected with the piston- 
chamber, aA'alve between- the two operated 
as apecitied, a reservoir or holder for hohling 
gas or vapor under pressure connected with 
the piston-chamberand with the chamber G' 
and a valve for opening and closing the con- 
nection between Lho said reservoir and the 
piston-eJiamberwliich fs constructed to open 
and close a passage to the chamber G' during 
itsopeniiig movement, asand for the purposes' 
described. 

20. The combination in an explosion-engine, 
of the piston-chamber having an extension 
II, the auxiliary chamber G' connected with 
the piston-chamber, a valve between the' two 
actuated as specified, a reservoir or holder for 
holding gas or vapor under pressure con- 
nected with the main ga;* or vapor supply, 
whereby it is adapted to bo charged with va- 
por or gasduringtheopcrationof the engine, 
a check-valve in ihc connection opening with 
the supplying-pressure and closing against 
the pressnro of the gas or vapor in the reser- 
voir, and a connection between tJie said res- 
ervoir and Ihc piston-chamberand the cham- 
berG'and Jiicans foropeningand closingsaiil 
connection, as and for the purposes described. 

'21. In an oxplosion-ongine provided with a 
cylinder having an cxtenninn II, an auxiliary 
chamber as G', a re.scrvoir or holder connect- 
ed with' the gas or vapor supply adapted to 
be charged with combustible gas by and dur- 
ing the ordinary running of the engine, and 
f urtheradapled to recharge the said auxiliary 
and tlie said piston chambers both or one of 
them at the time of starting. 

22. In an explosion-engine ha ving tiie usual 
combustion-chamber and an auxiliary cham- 
ber, as G', a reservoir or holder connected 
with the gas oi- vapor supply and adapted to 
be charged by and during the operation of 
theenginewirhcombustiblegas,'and connect- 
ed with tiie said auxiliary and the said pis- 
ton chambers and meansforformingandelos- 
ing the connection of said reservoir or holder 
with said chambers at the time of starting. 

23. In an explosion-engine provided with a 
cylinder having an extension IT, an auxiliary 
chamberasG', a leservoir or holder connected 
with the gas or vapor supply adapted to be 
charged by and during the ordinary runaing 
of the engine, means for convm-ting the vapor 
into more or less fixed gas, aud said reservoir 
furtheradapted to recharge the said auxiliary 
and the .said piston chambers both or one of 
them at the time of starting. 

24. Thecombination inanexplosion-engine 
of the cyliuder-casesubjecttomorc or less of 
the heat of the explosion,' the said case con- 
taining passages adapted to expose vai>ois 
traversing the same to the heat of the c;isc, 
means of causing the vapor or spray to trav- 
erse the said passage in passing to a reservoir 
whereby they are con verted in whole or in part 
into gas and tlio resp'voir wherein they arc 
stored, as and for the purposes described. 

25. Thecombination in an explosion-engine 
of the piston-chamberhavingaii extension II, 
the vapor or spray inlet L, the passages', o^, o'', 
the reservoir or holder A', the check-valve o^ 
and the valve P, as and for the purposes de- 
scribed. 

26. The combination in a gas-engine of an 
auxiliary chamber adapted to hold an ex- 
plodible charge, with an igniting device mov- 
able into and out of said chamber, means 
without said chamber for heating or igniting 
said device by a lighted match or other instru- 
mentality inserted into a chamber ^j\ the 
draft-passage extending from said chamber, 
the igniting device having the hole I" and be- 
ing adapted to be moved from said heating- 
chamber to the explosion-chamber, asandfoi 
the purposes described. 

27. The combination in a gas-engine of an 
auxiliary or other combustion-cliamber adapt- 
ed lo hold an explosive charge, an ignitiug 
device havingsmall filaments readily heated 
.to incandescence, a chamber as' p" near the 
explosion-cha.mber adapted by.draft devices 
to hold a burning rnatch for heating the fila- 
ments, the said igniting device adapted to 
movesoas to bring the incandescent filaments 
within the. said explosion-chamber. 



28. Thecombination in an explosion-engine 
of the piston-chamber, an auxiliary chamber 
G' connected therewith, an intermediate 
valve, a I'cscrvoir for holding gas or vapor 
under continuous pressure, connections be- 
tween said reservoir, the piston-chamber and 
the chamber G', achamber in which an ignit- 
ing device is adapted to be heated or fired, 
and a rotary valve carrying said igniting de- 
vice aud also having passages in continuation 
of the passages connecting Ihe said reservoir 
with the piston-cbamber and said reservoir 
with the chamber G', whereby upon the turn- 
ing of said valve in one direction connection, 
is established between the reservoir and the 
piston-chamber, a temporary connection es- 
tablished and closed between said reservoir 
and a chamber G' and the igniting device 
moved in the chamber G' to explode the charge 
therein, as aud for the purposes described. 

2'J. Thecombination inanexplosion-engine 
of the piston -chamber, an auxiliary cham- 
ber G' connected therewith, an intermediate 
valve, a reservoir for hold inggas or vapor un- 
,der continuous pressure, connections between 
said reservqir, the piston-chamber and the 
chamber G', a chamber in which an igniting 
device is adapted to be heated or fired, and a 
rotary valve carryingsaid igniting device and 
also having- passages in continuation of the 
passages connecting the said reservoir with 
the chamber G', whereby upon the turning of 
said valve in one direction connection is es- 
tablished between the reservoir and the pis- 
ton-chamber a temporary connection estab- 
lished and closed between said rescrvoirand 
the chamber G' and the igniting device moved 
in the chamber G' to explode the charge there- 
in, and whereby upon the reverse movement 
of said valve the said passage between the 
reservoir and the piston-chamber is closed 
and the said ignition device retul-ned to its 
heating or firing chamber, as and for the pur- 
poses described. 

30. Thecombination iu an explosion-engine 
of the piston-chamber having the section H, 
the valve G'^ the air-inlets I', the case E into 
and out of which the piston is moved, con- 
nected wMth a source of air-supply and also 
connected by the chamberl-surroundingthe 
cylinder with the said ports i;, as and for the 
purpose^ setforth. 

31. Tho'corabination inanexplosion-engine 
of the piston-chamber having the extension 
H, the chamber G' connected therewith, an 
intermediate valve G^ operating as specified, 
the chamber in the case E connej;ted with the 
outer air and also with the chamber G', the 
valve G* closing said connection upon the ex- 
plosion of gases in the chamber G', as and for 
the parposes described. 

32. Thecombination inanexplosion-engine 
of the piston-chamber having the extension 
H, an air-passage entering said extension, a 
valve for closing the same, the exhaust-ports 
F*, the gas or vapor inlet port L and the pis- 
ton J', all arranged in relation to each other 
and operating as described. 

33. Thecombination inanexplosion-engine 
of the piston-chamber having the extension 
I-I, the air-inlet thereto, the inlet-controUing. 
valve, the spray or vapor inlet L located as 
specified, the exhaust-ports F"*, the piston J', 
the said air-valve being opened immedi- 
ately after the explosion in the chamber II 
during the downward movement of the pis- 
t<on J' and the said downward movement of 
the piston opening the exhaust-ports F^ and 
the spray or gas port L being opened after the 
said exhalist-ports are closed upon the up- 
ward movement of the piston and the spra3' 
or vapor entering said piston-chamber until 
the upper end oT the piston passes said port 
L, thereby closing it and stopping the inllovr 
when said vapor or spray thus admitted is 
compressed with the air admitted from the 
air-inlet, and until exploded in the extension 
H upon the end of the upward moveraeiitof 
the piston. 

34. The combination in au explosion-engine 
of the piston -chamber, the port L through 
which the spray, gas, vapor or oil is fed to 
the engine, the connection with the spray^ 
formin|: devices and means for regulating the 
tUn^ and volume of the vapor or spray sup- 
ply, comprising the valve I/' actuated as speci- 
fied, the channel L'^ and the sleeve L* actu- 
ated as described, 

•35. The combination in an explosion-eBgine 
of the port L, a passage connecting it with 
the spray, vapor or oil supply, a check-valve 
closing with the pressure from the piston- 
chamber and opening to the feed -pressure, 
a valve L^ connected and operated with the 
moving partof the engine through the valve- 
rod L^ the spring I', the sleeve L*, the.channel 
L^ the piece L^ attached to the spindle L^aud 
the spring ?, as and for the purposes described. 

36. The combination in an explosion-engine 
ijf the piston-chamber having an extension 
II, the air-inlet thereto, a valve for opening 
aud closing the same, the spray -port L," 



meanafor varying the time and volume of 

the spray, gas or oil fed "tli rough the same, 
the spraying device connected with the port 
L, the chamber in the case E connected with 
said spraying device and with the piston 
extension H and with the outerair, the pis- 
ton J' movable into said chamber, whereby 
apon the motor stroke air is compressed in 
said chamber aud forced through the spray- 
ing device to feed the oil in the form of spray 
to the inlet L and also-forcing air directly 
into the chamber IT, and whereby upon the 
return stroke of the piston air is drawn into 
the chamber of said case, and suitable cheek- 
valves for closing the iulets to the piston and 
for closing the connectior^s between the cham- 
ber of the case E and the spraying device, 
whereby air is drawn into said chamber only 
from the air-supply passage thereof, as and 
for the purposes set forth. 

37. The combination in an explosion-engine 
of the case E having a chamber in which air is 
compressed by the movement of the piston 
into the same, with a spraying device, a pipe 
M^ having!; a passage connecting the said oas^i 
with the spraying device and a pipe M' con- 
necting said spraying device with the inlet- 
port L, as and for the purposes described. 

38.' r\\& combination of the spray-supply 
passage, the chamber about the cylinder di- 
vided bytho partition o^intothctwoRcctrons 
0, o'^, the part o^'' beiug connected with fKe 
inlet-port Land the panto being conaected 
by means of the pipe o' with a .storage reser- 
voir or holder, and small passages between 
the two sections o^\ o. 

39. Thecombination in an explosion-engine 
of an oil-reservoir, an oil-holderl?! connected 
with the reservoir and constantly supplied 
with oil therefrom, an air-supply passage ex- 
tending through this oil-holder and connected 
therewith by means on the inlet-hOle M^ and 
the valve JM', the spraying device M^and the 
spray-feeding passage M', as and for the pur- 
poses set forth. 

40. Thecombinatiotfinancxplostoh-engine 
:of the case holding at its lower end a body of 
oil and a passage extending through thesame 
haviug the inlet M^and the valve M', in com- 
bination with means for varying the pressure 
in said passage, as and for the purpo.ses de- 
scribed. 

41. Thecombination in an explosioa-engioe 
of an oil-supply, a passage extending Clirough 
it connected therewith as specified, a spray- 
ing device at the end of said passage, the said 
spraying device being located over the said 
body of,piI; and an interposed valve belowthe 
spraying device and between it and the body 
of oil, as and for the purposes described. 

42. Thecombinationin an explosion-engine 
of the case adapted to contain a body of oil, 
a passage through the same connected with 
the oil-supply as specified, the spraying de- 
vice and a valve beneath the spraying device 
between it and the body of oil, having the 
relatively large head m^ which closes upon the 
stationary seat ?ji*, all as and for the purposes 
set forth. , 

43. The combination of the oil -reservoir 
with a valve provided with a hollow handle 
having a funnel extension, and the movement 
of which handle in one direction opens the 
valve and permits the reservoir to be filled, 
while the movement thereof in the opposite 
direction clo.ses the valve and removes it toai 
position alongside the reservoir. 

44. Thecombination of the oil-reservoir,lhe 
spraying d^'ice, a connecting passage and a 
valve through which oil is adapted to be sup- 
plied to the reservoir, and which also con- 
nects the reservoirwith said spraying device, 
adapted upon its movement in one direction, 
to close the said passage tO'the spraying de- 
vice .and open ihe oil-supply passage/and 
upon its movement in a reverse direction to 
open the passage to said spraying device and 
close the oil-aupply passage, as and for the 
purposes set forth. 

45. In an explosion-engine organized with 
means of accomplishing both its forward aud 
its return stroke, a piston, and h spring sepa- 
rate and distinct from the aforesaid means, 
adapted to be wound or compressed by the 
engine upon one stroke of the piston and upon 
the other stroke of the piston to be free there- 
from and to deliver the power thus supplied 
it to an instrumentality. 

4tj. In an explosion-engine with means of 
accomplishing the forward and return stroke 
of itspiston,aspringhavingan operative end 
adapted to actuate an instrumentalit}', the 
said operative end to be compressed by one 
strokeof the piston and furtheradapted, upon 
the reverse stroke of the piston, to be free 
therefrom and free to deliver the power thus 
supplied it to the said instrumentality. 

47. Iu an explosion-engine organiz6d,Vrith 
means of accomplishing both theforwardand 
return strokes of the piston, a spring, one of 
whose operative ends is adapted to actuate an 
jiistrumentaUty, the same end of the said- 



spring being furtheradapted to becodipiessed 
by one slroke of the piston and be free from 
the said piston ou the reverse stroke of the 
same aud thesaid springbeingfurtheradapt- 
ed upon snch release of itsoperative end from 
tho constraint of the aforesaid piston to be 
free to deliver the powerstored therein tothe 
said instrumentality. 

48. The combination ui n spring adapted to 
receiive compressive impulses in one direction 
and adapted to and connected by means, as 
of a ratchet with a shaft to" rotate it in one di- 
rection, and upon the recoil from such com- 
pressive imp;ilse.s,*lh6said means adapted to 
disconnect from Ihe shaft upon the compres- 
sive impulses and when the spring is moved 
in that direction, an automatic engine sepa- 
rate and distinct from the aforesaid spring 
Adapted to compress the said spring and al- 
ternately to release it and an instrumentality 
adapte'd to be driven by said shaft. 

49. In an explosion-engine, agear as J^'car- 
rying a lug finger or abutment in the path oC 
motion of a lug, finger or a. *utment attached 
or connected by mechanism ^o and receiving 
motion from the piston whereby the piston 
may communicate motion to said gear upon 
one stroke and automatically release there- 
from aud be free to leavo said lug or gear 
npon the reverse stroke, a spring as of a 
spring-motor connected with the gear J" and 
adapted to be compressed thureby, as an im- 
proved mechanism for compressing and re- 
leasing the said spring. 

50. In an explosion-engine, the com binatiou 
of the piston provided with means to make 
the complete forward.-and-back reciprocat- 
ing movement thereof, a spring adapted to 
be woond and compressed uporrone stroke of 
the piston, aud be' freed therefrom on the 
other, a driving-wheel, means connecting the 
spring therewith whereby, upon the release 
of the said spriug from the constraint of the 
said piston the power of the spring is trans- 
mitted to the wheol for the purpose described. 

51. In a Vehicle, the combination of an en- 
gine provided with means for automatically 
oODtinaing in motion, with a spring adapted 
to receive compressive impulses from said en- 
gine and alternately to be released therefrom 
and further adapted during such periods of 
release to apply its force to the propulsion of 
the said vehicle. 

52. The eombiaation in an explosion-engine 
pf the piston and means substantially as speci- 
fied for rcciprocAting it, a gear J^, a rack con- 
necting same with said piston, a gear J^ con- 
nected with the gear J* as specified, a gear R 
with which the gear J^ engages, and which is 
connected with a co?led spring, one end of 
which is fast and the other end of which is 
attached to driving-pawl S upon the gear JV 
a ratchet-wheel upon the engine-shaft, where- 
by npon the motive stroke of the pist'bn the 
coiled spring is wound by the turning of the 
gears J^ J'*, and R in a direction to wind up 
the spring, and whereby upon the reverse 
stroke of the piston thogearJMs moved back- 
ward thereby permitting the spriug to actu- 
ate through the gear R and the gear J^ the 
driving-pawl S which then makes engagement 
with the ratchet-wheel; as and for the pur- 
poses described. 

53. The combination in an explosion-engine 
of the piston J' connected with the gfear^^heel 
3* as specified, the gear J^ connected with the 
wheel J* to be moved thereby during the mo- 
tive stroke of the piston and to be discon- 
nected therefrom during the reverse stroke 

-of the piston, a coiled power-transforming 
spring wound by said gear J^ during its en- 
gagement with the gear J*, -and a device con- 
necting said gear J^ with the engine-shaft 
upon a reverse movement of the gear .1^, as 
and for the purposes described. 

54. Thecumbinationin an explosion engine 
of the piston aud means for actuating it upon 
the forward and npon the return strokes, a 
coiled spring separate and distinct from'-said 
means, adapted to be wound during the mo- 
tive stroke of the piston and connected with 
the engine-shaft during the reverse stroke of 
the piston whereby its power is delivered 
thereto inOependentlj'ofthepiston and means 
for varying the tension of the spring while in 

, ac.lion. 

55. In a vehicle adapted to be propelled by 
,an explosion -engine, a holder or reservoir 
for containing gas or vapor under pressure 
formed by or held in a portiou of the frame 
of the vehicle and connected with the engine. 

5G. The combination of a driving wheel or 
wheels of a vehicle with a spring-motor the 
driving power of which is communicated to 
said wheel or wheels, and an automatic engine 
provided with means for accomplishing both 
its strokes said means separate aud distinct 
from tho said, spring of said motor, the said 
engine adapted to connect with and W'nd or 
compress thospi'ingof the spring-motor after 
each delivery of the energy of the spring to 
tho .said wheels, and to disoonneot Lpom the 



GAS 

spring-motor after making sueli spring com- 
pressive stroke. 

57. In an automobile vehicle, the euinbina- 
tiou of an engine provided with means for 
automatically developing power, a lug as J*^ 
adapted to receive power from the engine and 
apply ip to a storage-spring, as R^ which is 
independent or separate from said nioana. 

and said indejiendent storage-spring adapted 
upon tho leccssion or reverse movement of 
the lug to drive a shaft by means, as a ratchet 
or pawl oreqnivalent mechanism, and said 
shaft and ratchet, aud pawl. 

;i3. In an automobile vehicle, thecombina- 
tion of a continuously - running engine, a 
spring connected with said engine to be com- 
pressed thereby upon its movement in one 
direction and to be released therefrom upon 
its movement in a reverse direction, tlie said 
spring, a ratchet-and - pawl or equivalent 
mechanism to transfer the power of the spring 
to a driving-shaft and operate to turn it in 
one direction, and the said driving-shaft all 
combined and arranged whereby tlie engine 
nmy run continuously after such compres- 
sion and the spiing remain so compressed 
till the shaft turns or is allowed to turn and 
whereby also the shaft is free to turn inde- 
pendent of the action of the engine. 

5D, Tho combination of the driving wheel 
or w heels of a v<?hicle, the piston of an en- 
gine, means for accomplishing both the for- 
ward and return strokes of said piston, a 
spring, one end of which receives the pres- 
snre impulses from the piston or from mech- 
anism operated by said piston, and which 
same operative end of said spring is also con- 
nected with mechanism by which the recoil 
of the said spring is delivered to said driv- 
ing-wheel or driving-wheels. 

liO. The combination of the driving wheel 
or wheels of a vehicle, the piston of* an en- 
gine, means for accomplishing both the for- 
ward and return strokes of the said piston, a 
spring one end of which receives the pres- 
sure impulses from the piston or from mech- 
anism operated by said piston, and which 
same operative end of said spring is also con- 
nected with mechanism by which the recoil 
of the said spring is delivered tosaiddriving- 
wlieel nr driving-wheels, and the other end of 
said spring being for this purpose substan- 
tially fixed. 

01. The combination of the driving wheel 
or wheels of a vehicle with a spring, one end 
of which is connected with the mechanism 
adapted to receive impuL^^es from, the engine 
and which mechanism acts to compress the 
spring when so impelled, tlie said mechanism 
also being adapted to receive the stored-up 
power of the spring and transmit it to the 
said driving wheel or wheels and means for 
varying the power of the spring while in ac- 
tion. 

62. In an automobile vehicle thecombina- 
<Tk)u of the driving wheel or wheels with a 
spring, one end of which is relatively fixed 
and the other end of which is connected with 
mechanism adapted to receive impulses from 
an engine and which mechanism acts to com- 
press the spring when so impelled; the said 
mechanism also acting to receive the stored- 
up power 6f the spring and transmit it to the 
said driving wheel or wheels and the auto- 
matic engine having means separate and dis- 
tinct from any of the aforesaid for the con- 
tinuons development power. 

G3. The combination of the driving wheel 
or wheels of a vehicle with a spring, one end 
of which is connected with mechanism adapt- 
ed to receive impulses from the engine and 
which mechanism acts to compress the spring 
when so impelled; the said mechanism also 
adapted toreceive the stored-up power of the 
spring, and a mechanism, as a ratchet and 
pawl, for making connection to the shaft when 
thesaid first-menticned mechanism turns one 
way,and unmaking it while the spring is being 
compressed, and an engine provided with au- 
tomatic means for continuously runningsei)- 
arate and distinct from the said spring. 

04. The combination of the driving wheel 
or wheels of a vehicle with a spriug, one end 
of which is connected with the ntechauism 
adapted to receive impulses from the engine 
a:)d which mechanism acts to compress tho 
spi ing when so impelled ; the said mechanism 
also adapted to loceive the stored-up power 
of the spring, and a niuchanism, as a ratchet 
aud pawl, for making connection tothesh.ift 
when thesaid first -mentioned mechanism 
turns one way and unmaking it while the 
spring is being compressed and an engine pro- 
vided with automatic moans forcontinnousl} 
running separate and distinct from the ^aid 
spring, and means for varying the power of 
the spring while in use. 

65. The combination of the driving wheel 
or wheels of a vehicle, a spring, one end of 
which H conuected with the spid driviug 
wheel 01 wheels to turn tho same, and the 
other end of which i^ ndapted to b<5 mo\f*d 



5/5 



during llie action of the spring to vary tiitf 
force thereof, and during its ftctinn by thi* 
operator or rider of the vehicle. 

GO. The combination of a si>ring, an cxplo 
sion-engine for storing powoi' therein, adriv 
ing-wheeito which said spriug dehvcrs its 
stored power and means for varying the tcu- 
sion of tho spring while in rtctifuj, comprising 
a shaft, to the inner end of which an end of 
said spring is fixed, and means within the con 
trol of the operator or lidor of said vehicle 
for turning said shaft at will and holding it 
in the position to which it may have been 
turned- 

07. The combination of the clriving-whec! 
of a vehicle, a spring-motor, an engine con- 
nected witii said spring-motor to deliver coiit 
pressive impulses thereto, means conriecting 
said spring with the driving-wheel of the ve 
hide, whereby its stored energy is transmit 
ted to said wheel between said impulses, and 
means for changing or varying the ton.sion of 
said spring while in action, and a pedal con 
nected with said nieaus. 

08. The nombinatipn of the driving-wiieel 
of a vehicle, a spring-motor connected there- 
with to propel ir, means for starting the mo- 
tor and regulating the amount of power de- 
livered by it to the driving-wheel, a pedal 
connected with snid regulating mechanism 
and an engine adapted to furnish power to 
the spring-motor. 

09. In a vehicle, the combination of the driv- 
ing-wheel, an engine, a spring-motor adapted 
to receive compressive impulses therefrom 
and also connected to the said wheel to pro- 
pel it, means for starting the motor and regu- 
lating the amount of power delivered to it by 
the driving-wheel, a pedal connected with the 
said regulating mechanism, a brake to act, 
against said driving-wheel and a foot If ^ or 
connected with said brake. 

70. The combination of a driving- wheel, an 
engine, a spring- motor adapted to receive 
power therefrom and connected with a wheel 
of the vehicle; a pedal D connected with tho 
motor and the brake-lever D' so located as 
to be actuated by a foot of the rider of tho 
vehicle. 

71. The combination of the rear strut of 
the frame A', the joint-piece B for uniting it 
with other portions of the frame. 'an explo- 
sion-engine carried upon joint-piece B and 
an air-passage extending from the engine 
through the said strut. A^ 

72. The combination of the case M contain- 
ing spray-making devices, with the hollow 
section A* of the vehicle-frame in which said 
case is in whole or in part contai,.ed. 

73. In an explosion -engine in which the 
length of the stroke of the piston depends 
upon tho power of the explosion, a valve ad- 
mitting combustible vapor to the engine, the 
opening of which is reset for each stroke and 
in inverse proportion to the length of the 
stroke of the piston of the engine. 

74. The combination of the vehicle-frame, 
a motor carried thereby connected with an 
axle of the driving-wheel a flexible axle form- 
ing a connection between the wheel and the 
engine-shaft. 

75. The combination of the vehiclo-frame, 
the driving-wheel, the motor, its shaft Q, the 
axle of the driving-wheel connected with the 
shaft Q, as specified, and the jointed outer 
bearing for said axle, as and for the purposes 
described. 

7G. The combination in a vehicle of the sec- 
tion A'^of the frame, the motor attached there- 
to, ihe section A' of the frame, the wheel- 
bearing .described carried thereby, the driv- 
ing-wheel and the driving-axle fonnei as 
specified, and connected with the motor-shaft 
and with the bearings carried by the frame 
A", as described. 

77. The combination of the vehicle-frame, 
the motor carried by one section thereof, a 
bearing carried by the other section thereof, a 
driving-wheel having its axle interposed be- 
tween the driving-shaft of the motor and the 
said bearing, the .said axle being connected 
with the said driving-shaft by a universal 
joint, and being also.connected with the part 
\V by a imiveisal joint, as and for the pur- 
poses described. 

78. The combination of the motor-shaft Q, 
the bushing U, the wheel-hub V* connected 
with the bushing by the lug u\ all as and for 
the purposes set forth. 

79. In a bicycle, the combination of the 
frame, the driving-wheel and a motor, of the 
characterspecified, operated by an explosion- 
engine connected with said wheel, said en- 
gine and means for stoppiug or regulating 
the muter without stopping the engine. 

SO. In a vehicle, the combination of the 
frame of the machine, a driving-wheel, an en- 
gine, a spriug- power trausformer actuated 
ihejvby connected with the driving-wheel, 
mt'-ins for varying or stopping the operative 
power of the said transformer without stop- 
ping the engine. 



5!6 

81. In a vehicle, the combination of the 
frame of the machine, a driving-wheel, a 
spring-power transformer connected there- 
with, an explosive-engine for actuating the 
said transformer and means for stopping the 
engine by removing therefrom its explosive 
charge adapted to be actuated by the rider of 
the machine while the machine is in motion, 
whereby the action of the machine may be 
stopped. 

82. The combinations of the ball-rings u^, 
'tv\ in the plane of the sections A% A' of the 
frame, respectively, the bushings U, W, sup- 
ported thereby, the axle having the round- 
ed or spherical ends contained in said bush- 
ings and universal or anbstanliallj' universal 
joints connecting the said bushings with the 
axle. 

83. The combination in a vehicle, of the sec- 
tion A^ of its frame, the oil-reservoir C car- 
ried thereby, the section A^ of the frame hav- 
ing a cavity containing the spraying device, 
a bolLow section upon its top and forming an 
air-supply passage to the case E, the section 
A' of the frame supporting with the section 
A^ the axle of the wheel, an explosion-en- 
gine attached to the section A^' of the frame 
and connected with the spraying device, as 
described, as and for the purposes set forth. 

y-t. The combination of the section A' of 
the frame having in its lower end a circular 
hole and an annular flange at one end there- 
of, a case W contained in said hole, the cap- 
plate W* screwing inlosaid case and fastened 
to the frame A^as specified, the bearings for 
the balls w^ formed by the cap-phi te and ease 
as described, and the hollow bushing W sup- 
porting and connected with one end of the 
axle, as and for the purposes set forth. 

85. The combination of the case E, the spi- 
ders Q*, Q^ united to the case as described, 
the shaft Q' supported by the spider and by 
the inner side of the case, the bearing K^ fas- 
tened to said shaft and providing a support 
for a ring of balls, its hub to which the inner 
end of a coiled spring is secured, the gear R 
mounted upon the said ring of bjills, to the 
inner face of which the outer end of said 
coiled spring is secured, the engine-shaft sup- 
ported at one end by the spider Q*ftnd at its 
other end by the case and the case-Cap E*, as 
and for the purposes set forth. 

86. The combination of the case with the 
removable spiders Q*, Q^ one of which sup- 
port^ one end of the shaft Q', and the other 
of which supports the front end of the axle- 
shaft Q, and which spiders have curved sec- 
tions removed from theirouter edges, where- 
by each raaj' be turned in the ease independ- 
ently of the other, as and for the purposes 
described. 

87. The combination of the case E, the spi- 
der Q' screwed into it, the ball-case carried- 
by said spider and balls mounted therein sup- 
porting the end of tho engine-shaft, the case 
XT', its cap tr^, the balls u' carried thereby, 
the cap and case being united to the case E 
as specified, the bushing U connected with 
the engine-shaft and providing a bearing for 
the end of the wheel-axle, .ill as and for the 
purposes set forth. 

88. The combination of the case U' having 
an inner flange tolapupon the inner surface 
of the case, also having a hole through which; 
the engine-shaft extends, the compressible 

. washer 7c' abou t the engine-shaft, the bearing 
for the gear J* formed by the screw-sleeve k 
to be screwed upon the engine-shaft against 
a shoulder, and the sleeve k' which is held 
against a shoulder of the shaft by the ratchet- 
wheel k\ a barrel J' having opposed -'".gle- 
pieces between which and the sleeve , ic' are 
the rings of bearing-balls, the ratchet-wheel 
7c^ and the spring fc' to bear against the end 
of the engine-shaft and press it inward, as 
and for the purposes described. 

89. The combination in an explosion-en- 
gine, of the cylinder F having an extension 
H, a piston, an air-tight case containing the 
spring-power transformer in which the piston 
is moved, and which case has a connection 
with the outer air closed by a check-valve, a 
spray device with which the cavity of said 
case Ls connected, and a passage between said 
air-tight case and the extension H of the cyl- 
inder, whereby the movement of the piston 
into the case compresses air therein and causes 
air under pressure to be forced through the 
spraying devices and also to the upper end 
of the piston-chamberaud ihereversed^move- 
ment of which piston causes air to be drawn 
into said case. 

90. The combination of the cylinder form- 
ing a piston-chamber, an explosion-space H, 
the air-inlet, spray-inlet and exhaust-ports 
thereof, tho piston J' tightly fitting in the 
chamber, the air-tight case E containing the 
motor connected with the piston-chamber, the 
piston-spring K, the rack J"^ connected with 
the piston at.d engaging the gear J^ 

91. The combination of the springrholder, 
-the shaft Q'towhich its inner end is attached. 



GAS. 

the sheave D" and the cord D^ attached to the 
sheave. 

92. The combination of the frame-sections 
A^, A'^, their connecting joint-piece and the 
engine-casing connected to said joint-piece 
by screws, the joint-pioco and casing being 
formed as specified. 

93. The combination of the case E, its ex- 
tension E' and the case E'^, E^ the sections 
E', E' being united together at their lower 
ends and opening into the chamber of the 
case E. 

94. In a vehicle, the combination of thecase 
E, the chamber therein, the piston, Ihe air- ' 
supply passage contained in a portion of the 
frame of the veliicle, the joint-piece 15 unit- 
ing the contiguous portions of the frame and 
adapted to pass air to the case E, and a valve 
as 15' in the said joint-piece. 

95. The combination of the frame-section 
A* having a cavity, the spray-case M inserted 
into said cavity and a clamp attached to the 
lower end of the reservoir, shell or base to 
engage said case and hold it in said cavity. 

9G. In an automobile vehicle, thecombina- 
tion of the pislon, means for reciprocating 
the same, a spring separate and distinct from 
the said means adapted to be wound or com- 
pressed by one stroke of the piston, the driv- 
ing-wheel of the vehicle and means connect- 
ing the spring therewith whereby upon the 
release of the spring from the piston the 
power of the spring is transmitted to the said 
driving-wheel, as and for the purposes de- 
scribed. 

97. In an automobile vehicle, the combina- 
tion of the piston, means for reciprocating 
the same, a spring separate and distinct from 
the said means adapted to be engaged by the 
piston and released from its connection to the 
driving-wheel and further to be wound or 
compressed by the one stroke of the piston, 
the driving-wheel of the vehicle and means 
connecting the spring therewith, whereby, 
upon the release of tho spring from the pis- 
ton, the power of the spring is transmitted 
to the said driving-wheel, as and for the pur- 
poses described. 

98. In a free-piston engine, a piston, a valve 
adapted when given varying extents of throw 
to apportion the charges of vapor for com- 
busiiou,acam constructed asspecified, means 
connecting the said cam and the said valve, 
and means connecting the said cam and said 
piston whereby the valve is given an amount 
of throw proportioned to the throw of the pis- 
ton and construction of cam. 

99. In a vehicle having a frame on each side 
of the wheel, a support for the wheel consist- 
ing of rings of balls held .Substantially in the 
plane of the frame and restrained from lat- 
eral displacement by the flanges of th& exte- 
rior ball-cases and the inner members running 
on the lines of balls having flanges on each 
side of the balls, whereby each of said inner 
members is fixed laterally in relatfon to its 
outer member and toitsfrarae, and a through 
connection within the rear wheel reaching 
from one inner member on one side to the in- 
ner member on the other side for the purpose 
of maintaining the proper distance apart of 
the two frames while permitting the rotation 
of the cross connection. 

100. In an explosion-engine,, a gear as J* 
receiving motion from the piston, and having 
a bearing-face as J^ adapted to redlproeate 
therewith and adapted to engage a similar 
bearing-face as J^ whose path of motion co- 
incides with that of the first-mentioned, and 
the said bearing-face J' borne upon mechan- 
ism connected to the spring as of the spring- 
motor, whereby it is adapted to transmit 
power to the spring-motor when moving in 
one direction and is automatically freed from 
the engine by the motion upon the reverse 
motion of the gear J*. 

101. In an engine a spring as of a spring- 
motor connected by mechanism with a lug as 
J', the said lug adapted to be moved by the 
said mechanism in a fixed path, a piston pro- 
vided with means for automatically running, 
and a similar lug as J" driven thereby and 
moving in the path of the first-mentioned lug, 
whereby the two lugs strike upon one motion 
and separate upon the reverse. 

102. In an explosion-engine, the spring of 
a spring-motor, a gear as R formed substan- 
tially shell-like and adapted to inclose in a 
measure, the said spring, a gear as J^ mesh- 
ing with the aforementioned gear, and carry- 
ing a lug as J' adapt^ed to receive power from 
the piston or mechanism connected there- 
with, a gear J^ further adapted as by means 
of ratchet mechanism to transmit power to 
the shaft of the engine. 

103. In an explosion-engine, a spring as of 
a spring-motor, a gear as Jt connected with 
one end of the said spring and further mesh- 
ing with a gear as J^, adapted to receive im- 
pulses in one direction from the piston and 
to be free from the piston upon the reverse 
motion thereof, the said gear J''.:frso provided 



with a pawl or similar mechanism for engag- 
ing with the shaft. 

104. In an explosion-engine, a gear as J^ 
provided upon one side with a lug or abut- 
ment adapted to receive power from mechan- 
ism connected with the piston, and provided 
upon the other side with a means as a ratchet 
for engaging a shaft connecting to an instru- 
mentality, the said gear being in connection 
with a spring adapted to be compressed upon 
the motion of the said gear in one direction 
and to receive back the power from the spring 
thus stored in it upon the other and to de- 
li ver the power through the ratchet-like mech- 
anism to the said instrumentality. 

105. In an automobile vehicle, a shaftasQ' 
connected on theonehand with meanswhere- 
by the rider is enabled to move the shaft and 
ou the other to Ihespringof thespring-raotor 
whereby the said shaft is adapted when so op- 
erated to change the tension of thesaid spring 
of the spring-motor. 

106. In an explosion-engine a row of ex- 
haust-ports as F* extending circularly around 
the cylinder individually of small area and. 
collectively of the area approved by practice 
for the exhaust-passage of explosion -engines, 
and whereby the exhaust-gases are broken 
up or subdivided into a number of smaller 
streams, in combination with a cape or band 
as O^ extending aronnd the outlet ends of the 
stfid port F^ near the said outlets and pre- 
senting a surface to the gases issuing from 
the said outlets substantially at right angles 
to the course ur the gases at this point and 
to the axes of the said ports F^ and the said 
cape being open to the atmosphere at the top 
or bottom thereof or between the said ports 
F*i the aggregate area of suchopening being 
such as to permit a substantial increase of 
volume of the exhaust as compared with the 
combined area of the outlets F*; and whereby 
the gases are first subdivided by the porta 
F* and second impinge upon the cape 0- and 
are thereby broken up with the formation of 
eddies or whirls, which use up a considerable 
portion of their energy, and whereby they 
are caused to pass from tlie cape in a larger 
volnme and with lesser velocity than if pro- 
jected directly into the atmosphere. 

107. In an automobile vehicle the combi- 
nation of an automatic engine, the driving- 
wheels and a spring-motor whose normal and 
continuous action is to receive impressed 
power, hold it for an instant and then deliver 
the power to the wheel and while delivering 
it be free from the engine. 

108. In an automobile vehicle, the combi- 
nation of an automatic engine, the driving- 
wheels and a spring-motor whose normal and 
continuous action is to receive impressed 
power, hold it for an io.'^tantand then deliver 
the power to the wheel and wliik delivering 
to be free from the engine, and whereby the 
power of the engine is converted so that while 
the engine runs with a constant speed the 
speed of the vehicle may be variable and of 
any assignable ratio to that of the engine. 

109. In an automobile vehicle, the combi- 
nation of an automatic engine, the driving- 
wheels of a vehicle and a spring-motor whose 
normal and continuous action is to receive 
impressed power from the engine, hold it for 
an instant and deliver the power to the said 
wheels and while delivering be free from the 
engine and means of varying the power of 
the spring in action whereby the power of the 
engine is converted so that the power of ad-- 
vance of the said vehicle may be of any as- 
signable proportion to the power of the said 
engine. 

110. The combination of a continuonsly- 
runningengine, an independent controllable 
spring-motor or power-transformer combined 
with the engine and connected with the driv- 
ing-wheel of the machine, and means for regu- 
lating or stopping the action of the motor or 
power-transformer without stopping the en- 
gine. 

111. In an explosion-engine, a combustion- 
chamber, a compression-chamber for receiv- 
ing agaseous charge, a piston working in said 
compression-chamber,adapted to transfer the 
gaseoas charge from the compression-cham- 
ber to the combustion-chamber, the said pis- 
ton also adapted to be actuated in one direc- 
tion .by the explosion in the combustion-cham- 
ber, a spring K adapted to absorb force from 
the explosion and'to absorb the momentum 
of=the piston on the explosion stroke and to 
return the piston and thereby compress the 
gases in the c.ombustion-chamber on the re- 
turn stroke, a main shaft as Q and means 
connecting tho said piston to the said shaft 
whereby the rectilinear movement of the pis- 
ton is converted to rotary motion of the shaft. 

112. In an explosion-engine, a combustton- 
chaniL'tT, a compression-chamber for receiv- 
ing i\ gaseous charge, a piston working in said 
coaipression-chamber,adapted to transfer the 
gaseous charge from the compression-cham- 



ber to tlift c'oinbustioii-chamber, the said pis- 
ton also adapted to be actuated In one direc- 
tion by thoexplosioa id thecorabusticn-cham- 
ber, a spi-ing as K adapted to absorb force 
from the explosiou and to absorb the momon- 
Lum of the piston on the explosion strokeand 
to return the piston and compress the gases 
in the combustion -eharaber on the return 
stroke, a main shaft as Q and means as a 
ratchet and pawl connecting the said piston 
to the said shaft wheiieby the said piston is 
connected on the one' stroke to and released 
upon the return stroke from the said shaft. 

113. In an explosion-engine an abutment 
ss .P connected to the reciprocating parts of 
said engine and driven thereby forward and 
back in a fixed path,asecondabntmenta9 J' 
movable within the same path as the first and 
adapted to be engaged and carried by the 
first upon one stroke of the engine, and mech- 
anism within the control of the rider for au- 
tomaticaKy returning the abutment J' into 
position to"beagain engaged by the abutment 
J^ the said return of J' being accomplished 
while the abutment J" is upon the return or 
second stroke of the engine, and the abut- 
ment J" adapted to engage the abutment J' 
upon, the first stroke (if J' be in position) 
and to separate away therefrom on the sec- 
ond stroke. 

114. In a carbureter a spray-chamber as M^ 
an oil- reservoir as N, means for forming a 
spray in said chamber, a- valve as m^ in the 
lower part o^ said chamber and means for 
lifting and seating said valve periodically, 
whereby the surplus oil which may condense 
from said spray is enabled to flow back into 
said reservoir N. 

115. In a carbureter or spray-maker a res- 
ervoir as N from which portions are with- 
drawn to form spray or vapor, an oil-aupply 
as C air-tight except as to the passage con- 
necting the two, the said snpply C located 
somewhat above the reservoir N and connect- 
ing therewitb by a relatively small passage c* 
whereby the amountof oil in the reservoir N 
is regulated by the action of the atmosphere, 
oil flowing into the reservoir and air flowing 
into the supply C until the passage c* is im- 
mersed by the rise of oil in the reservoir, 
when further flow is stopped by the cessation 
of the flow of air caused by the immei'sionof 
said passage c*. 

116. In a spray -maker or carbureter, a 
closed chamber as M^ .within which the spray 
or vapor is formed and which is also adapted 
to act as a reservoir and by the expansion of 
its gaseous contents cause the return flow of 
spray or vapor therefrom, a pipe or passage 
as M^conveyingpulsatioiis of pressure to said 
chamber and a pipe or passage as M convey- 
ing back to the vapor orspray by the elastic- 
ity thereof, and oil connections as M'' where- 
by oil may be introduced into said pipe or pas- 
sage M^, this pipe or passage also having on 
or more openings into said chamber jU^ 



Air^Propelled 
Carriages, 



152,285. JOHN GRISCOM, New York, 
N. Y. Compressed-Air Motor for Ve- 
hicles. Filed Apr. 9, 1874. Patented 
June 25, 1874. 

Air-engiucs,- operated by atmosphere umlrr 
compression in tanks, have been employed in 
IH-opelling vdiiclcriij and an air-puuip has Uwu 
ummI to force atmospheric air into a rescr\oir, 
said pump being brought into action as ii 
brake in stopping the car, so as to cniploy 
the inertia of a car to produce a storox)f c\- 
pansibic atmosphere lo operate in the same 
jHiinp to aid in starting the car, and tlioreby 
relieve the liorscs or engine of couHidcrabh* 
straiTi in overcoming the inei-tia. 

SJy invention is made for combining a com- 
I>rcsscd-air motor witJi a brake-engine, so that 
the inertia of the car or other vehicle is availed 
of to cftect a saving of the air that is stored 
'in the tanks by making the same engine act 
as a pamp to compress air into a vessel ami 
stop the engine anil ear or otlicr vehicle, (Ims 
overcoming the inertia, and the same com- 
Ijressed air is nseit to start the car oi- other 
vehicle. While tlic vehicle is ])assing over a 
slight ddscending grade the engine is allow ed 
to run without using air from the t.'inks, and 
when the grade is sufhciently steep the inertia 
is availed of to i)ump athiosphere ioto a tank. 



GAS 



and, in so doing, to accunuilate a supply that 
is available in propelling the car or other ve- 
hicle on a level (H' ascending grade. 

Jiy my improvements the use of a i)rakc up- 
on the wheels is dispensed with, and there is 
grcid economy crfcctcd in the use of the coin- 
prcsHcd air in the main tanks by using the 
inertia of the car or other vehicle to pump a 
supply into the secondary tank. 

In the drawing, Figure L is. a plan of the 
mechanism employed by me, one of the engine- 
cylinders being iii section. Figi 2 is a section 
vertically at the line x x. Fig. 3 is a sectional 
plan of the valve employed between the air- 
pipes and engine at the lino // y of Fig. 1, 
which is a vertical section of tlie said valvi; 
and Figs. 5,(i, and 8 show the valve in diU'ercnt 
positions. 

Tlie pressure at which the air is a<lmitted. 
to the cylinder, and t-ha. time that the valve 
remains open, are to be such that the air ^^ ill, 
expand to abonfc the ordinary pressure of the 
atmosphere; hence it "wiU escape -without 
noise,' and there will not bo loss of power 
from the expansion of the air outside the cyl- 
inder. It will be necessary, however, to have 
the cylinders of sufficient size to obtain the 
required power for propelling the car upon the 
steepest grades. 

By proportioning the parts in this manner, 
the motor is adapted to act as a pump to com- 
jircss the air in a ratio corresponding to that 
of the expansion, and in so doing the pressure 
accumulated in stopping in a certain distance 
will be expended in starting the car and mov- 
ing it nearly the same distance. 

1. A secondary tank, in couibination with 
the engine and compressed-air tank, of a mo- 
tor, for cars, and valves or cocks and connect- 
ing-pipes, whereby the engine is made to o]V 
erate as a pump to force- atmosphere into the 
secondary tank, substantially as set forth. 

2. A secondary storage-tank, r', combined 
with the secondary tank y, an intermediate 
cock or valve, and the compressed-air motor 
and reversing mechanism, substantially as set 
forth." 

3. Tlie cock or valve o, and ports 4, .5, G, 7, 
S, and 10, connecting the pipe s A'ont tlie stor- 
age-tank rt, the pipe » to the secondary tank 
n, and the pipe t to the inotor, in combination 
with the cheek-valve /p, the parts' being ar- 
ranged and operating substantially as set 
forth. 

4. The combination, with a pnnip to com- 
press air in stopping a car, of two or more 
chambers of varying capacity, and valves or 
cocks, substantially as set forth, whereby the 
accunmlatcd pressure of air will be suflicieut 
to stop the car more or less suihlcnly, accord- 
ing to the capacity of the chamber int:o which 
the air is forced, substantially as set forth. 

270,982. CHARLES W. POTTER, 

New York, N. Y. Compressed-Air Mo- 
tor. Filed Apr. 24, 1882. Patented Jan. 
23. 1883. (No model.) 
Engines using compressed air as a motive 
power are frequently obliged to store the air 
at a very high pressure, so that the supply of 
air in the storage-reservoirs is considerably 
above the working pressure. For example, 
in the case of a locomotive-engine propelled 
by means of compressed air it is necessary for 
the sake of portabih'ty to magazine the air at 
a pressure eight or ten times as great as is re- 
quired for use in the cylinders. 

Althongh I do not confine my invention en- 
tirely to its applicability to locomotives^ yet 
for purposesof reference and description I will 
refer to it as applied to any locomotive which 
uses compressed air as its motive power. 

I am aware that patents have been taken 
out for compouudiug-the cylinders in air-mo- 
tors in Older to use the air at its high initial 
pressure, and by so doing avoid the loss (here- 
inafter explained) which has hitherto always 
occurred when the air has to be lowered to a 
convenient working pressure by means of a 
reduting-valve. This, however, entails com- 
plication, and, moreover, has not been found 
to achieve the desired result. I propose by 
my invention, which is applicable to any com- 
pressed-air engine carrying its supply of air 
stored at a higlier pressure than the actual 
working pressure, lo obviate this loss, at the 
same time Ubing the air at any convenient 
working pressure wliieh may be decided upon, 
and storing itoriginally at any higher pressure. 
which may be necessary in order to cany a suf- 
ficient quantity iu a limited space. 

Before describing my apparatus' I will illus- 
trate by the diagram, Figure 1, the extent of 
the loss which exists in all eases where high- 
pressure air is reduced to a lower pressure be- 
fore being used. Fig. 2 is a longitudinal ver- 
tical section of the injector; and Fig. 3, a side 
elevation, showing my invention ap[ilied to a 
compressed-air motor. 

3. Id compressed-air motors with an air- 
storage of higher pressure than the initial 
working pressure iu the cylinders, the mode. 



517 

described of ntilizing the energy of the stored 
air above such initial working pressure, usu- 
ally lost by free expansion, by causing this ex- 
pansion to produce useful work in theshapeof 
an additional snpply of atmospheric air to the 
cylinders, (or low-pressure chamber,) substan- 
tially as set forth. 

'2. In A comjiressedair motor, with an air- 
storageof higher pressure than the initial work- 
ing pressure in the cylinders, the combination, 
with thebigh-pressuro storage- reservoir, of an 
injector supplied therefrom and forcingau ad- 
ditional amount of atmospheric air into the in- 
termediate low-pressure chamber, which sup- 
plies the valve-cheata of the working cylinders. 

3. In an injector operating, as described 
above, in connection with a compressed-air 
motor, means for adjusting, either by band or 
automatically, the relative distancesof the noa- 
zles,\thereby regulating the work of the in- 
jector in proportion to the pressure iu the stor- 
age-reservoir, iu combination with a check- 
valre opening inward. 

300.290. DANIEL S. TROY, Montgom- 
ery, Ala. Vehicle Propelled by Com- 
pressed Air. Filed Mar. 29, 1884. Pat- 
ented June 10, 1884. (No model.) 
The object of my invention is to provide 
road- vehicles of improved construction ar- 
ranged to be operated by compressed air car- 
ried by the vehicle. 

The invention cousists in a vehicle con- 
structed with its axle or axles and reach made 
hollow and connected to serve as a reservoir 
for compressed air; also/in the arrangement 
of the body of tire vehicle in whole or in part 
as an air-reservoir, and connected with the 
hollow portions of the running-gear, the air- 
reservoirs being adapted to be charged at a 
central or roadside station,from which the ve- 
hicle may be dispatched as a self contained 
inotor, all as hereinafter fully described and 
claimed. 

Eeferencc is to be had to the accompanying 
drawings, forming a part of this specification, 
in which similar lettei-s of reference indicate 
corresponding parts in all the figures. 

Figure 1 is a side elevation of a four-wheeled 
vehicle constructed iu accordance with my in- 
vention, and partly broken away. Fig. 2 is a 
cross-sectional elevation through the rear axle 
on line x x, Fig. 1, and with parts broken 
away. Fig. 3 is ^ cross -sectional elevation 
on line y )/, Fig. 1. with parts broken away. 

My i mpro vem ent may also be applied to vehi - 
cles of various constructions — as, for instance, 
to two wheeled vehicles with a suitable steer- 
ing-wheel — and also to vehicles of varying size 
for dillcreut requirements, all of which vehicles 
may be charged with the compressed air at a 
roadside station, and may be run long dis- 
tances with greater swiftness and economy 
than can be attained, by travel with draft-ani- 
mals. 

1. A vehicle constructed, substantially as 
herein shown and described, with its axle or 
asles and reach made hollow and communi- 
cating to serve as a reservoir for compressed 
air to be utilized in driving the vehicle, sub- 
stantially^as licreiu specified. 

2. A vehicle constructed with its axle or 
axles and reach and its body portion in whole 
or in part made hollow and communicating 
to serve as a reservoir for compressed air to 

be utilized in driving the vehicle, substan- 
tially as shown and described. 

3. A vehicle constructed with its axle or 
axles and reach made hollow and communi- 
cating with each other to form a reservoir for 
compressed air, in combination with a com- 
pressed-air engine secured thereto and con- 
structed to revolve one of said asles, substan- 
tially as set forth. 

4. A vehicle constructed with its body, axle 
or axles, and reach made hollow and commu- 
nicating to form a reservoir for compressed 
air, in combination with a compressed-air en- 
gine secured to the body and constructed to 
revolve one of the axles, substantially as set 
forth. 

5. The combination of the hollow reach h 
with the hollow axles a c and cross-tubes d u, 
connecting the hollow axles with the reach and 
connected to the axles by the chambers a' (f, 
whereby a continuous reservoir is formed, sub- 
stantially as set forth. 

6. The combination of the hollow body w 
with the hollow reach iiand hollow axles c a, 
viith. the flexible pipe i(f connecting the hol- 
low body with the hollow reach, whereby a 
continuous hollow space is formed within the 
body, reach, and axles, to serve as a leservoir, 
substantially as set forth. 

7. The combination of the continuous hol- 
low communicating body, axles, and reach, 
the rear axle being hollow, cranked, as at o r o, 
with an air-engine, q, communicating with 
.^he body ic, the pitman-rod& p, connected to 
the pistons of the engine and to the cranks o 
0, and the stem f, connected to the air-valveg 



518 

of the engine and to the eccentiici ,> on the 
middle tube, r, substantii-illy as set fortli. 

8, The c6nibination, with the hollow axle a, 
perforated, lis shown, near its ends, with the 
hollow reafh, connecting cross pipe «, con- 
nected to and comuinuicaling with l.heMxleby 
the chambei-s a', iittiag aionnd the ends of the 
axle over the perforations, and held in place 
by the screw-collars 1, and x>ackiiig m between 
said collars iiml chambers, ^ubsLantially asset 
forth. 

9. The connection botweeu the hollow front 
axle, cross-pipe d, ovd the h'Hosv communi- 
cating reach, \^liich consistsin ihehollowper- 
foratcd tube c on the cross-pipe J. and bulb/, 
surroiuulJng said ptuforated tube and con- 
iiectfd to and communicating with the reach h. 

331,276. CHARGES E. BUELL, Si nng- 
field, Mas^., assignor of one-tL'rd to Wil- 
king B. Coolev, Easton, Pa. Velocipede. 
Filed Oct. 16, 1884. Patented Dec. 1, 1885. 
Serial No. 145.649. (No model.) 
My invention consists, primarily, in the 
combination, with a tricycle, of a holder re- 
movably attached thereto, a motor or engine 
adapted to be made operative by compressed 
air to propel said vehicle, and means for con- 
nectlng said holder to said motor that are 
provided with mechanism for controlling the 
flow of air between said holder and said mo- 
tor, the whole arranged substantially as here- 
inafter described. 

My invention farther consists in ceriain 
combinations and snb - combinations, to be 
hereinafter described. 

Figure 1 shows atri cycle in front elevation 
arranged according to my invention. Fii^. 2 
is a side elevation of the same. Fig. 3 is a 
view of a detailed part of my invention. Fi;|. 
4 is a view in perspective of a trioyele arranged 
according to my invention. 

I contemplate employing a safety valve (not 
htoivn) of compact form, connected to the tri- 
cycle in snch a manner that its use may be 
common to several hohlf^rs used successively. 
Any preferred form of motor or engine adapted 
to be operated by compressed air may be used 
in place of those shown. 

Although I haveconfiuod my description to 
the use of compre^ed air, as I prefer its use 
to that of gas or hydrocarbon distillates, I 
may use gas compressed in receptacles that 
are removably attached, and herein deacrioed 
as "holders," and as a motor employ a gofl- 
engine of the typekiiown as the "Shipmau," 
"Brayton," or "Otto-* engine, without de- 
j>orting from my invention. 

1. The combination, with a tricycle, of the 
holier B, provided with a valve, V, and re- 
movably attached to said tricycle, ar engine 
mounted upon said tricycle :ind adapted to 
propel said tricycle, and means for connecting 
said holder B to supply said engine, bubstan- 
tially as described. 

2. The combination, with a tricycle, of the 
bolder B, removably attached thereto, an en- 
gine mounted on said tricycle, and means for 
connecting said holder Btosupply said engine 
that are provided at two points with devices 
for controlling the flow of air from said holder 
B to said engine. 

3. The combination, with a tricycle, of the 
removably- attached holder B, an engine for 
propelling said tricycle, and a throttle-valve 
j>rovided with a lever for controlling the air- 
su^Iy to said engine. 

4. The combination, with a vehicle having 
a hollow frame charged with compressed air, 
of the holder B, removably attached to said 
vehicle and portable therewith, an engine 
mountf d on said vf^hiicle, and suitable means 
for connecting said holder B and said frame 
sncrossively to said engine to supply it with 
air for propelling said vehicle. 

^ The combination, with a vehicle having 
a hollow frame charged with compressed air, 
of the holder B, removably attached to said 
vehicle and portable therewith, an engine 
no'^nted on said vehicle, and suitable means 
fo? connecting said holder B and said frame 
« u. ■JCFsi vely to said engine to supply it with air 
lOk propelling said vehicle, and added meaus 
fok controlling the flow of air to said engine. 

6. Ti.e combination, with a vehicle, of the 
holder B, provided with a valve, V, remov- 
ably attached tosaid vehicle, an engine mount- 
ed upon said vehicle and adapted to propel 
said vehicle, means for connecting said holder 
B to supply said engine, .ind iudependent de- 
vices for propelling said veh/cle by foot-power, 
substantially as described. 

491,040. THEODORE CUMMINS, 

Dover, assignor of one-half to Jacob C. 
Van Horn, Marksborough, N, J. Bicycle 
Attachment. Filed Feb. 18, 18Q2. Pat- 
ented Jan. 31, 18Q3. Serial No. 421, 985. 
(No model. j 

Thoobjectof this invention is, in particular, 
to provide a vehitile, such as a bicj'cle or tri- 
cycle with meansof sc'lf-propulsioii, by an at- 
tached engine <>r encines operated by com 



AIR. 



pressed air, or by some compressible perma- 
nent gas. 

The invention will tirsl be described in de- 
tail and then partienlarly set forth in the 
claims. 

In the accompanying drawings. Figure 1 
shows a bicycle in side elevation having my 
invention applied thereto; Fig. 2, shows the 
same bicycle in side elevation looked at Crom 
the opposite side. Figs. 3 and 4 show details 
of construction, hereinafter described. Figs. 
5 and 6 sliow moiUtioatiou of construction, 
heroinafter described. 

If double acting "pistons were used for ro- 
tary' cranks (as is the common method) n'eees- 
sitating the exhausting of the cylinder-air 
into the atmosphere at each single stroke of 
the piston, the size and weight of tank, and 
of other parts required, and the rapid fall 
of initial pressure, would make such means 
impracticable for the propulsion of small or 
light vehicles, to which, in particular, this in- 
vention is adapted, though of course it may 
be used for numerous styles of wheeled vehi 
cles, from binycles and tricycles to light road 
wagons and railroad hand-dummies. And 
with a tank and cylinder of suitable volumes, 
the form shown in Fig. H, is well snited to fur- 
nish storage for an intermittent power, for 
such light work as is done by coffee mills, 
ventilating fans Ac, used in stores, restau- 
rants, &c. 

While I have shown several means for forc- 
ing back the pistons 6^ I do not confine my- 
self to these alone, as it is evident that, the 
rack bars 5, may be pushed back by numer 
ous mechanical devices well known to me 
chauics. The pinch-bar, I, may be preferablj 
employed in the ease of the lighter machines 
but for heavier machines, a hydraulic pinch 
bar. such as is commonly used for moving 
heavy weights slowly may be substituted tor 
a simple pinch-bar, or the screw rod s, oper- 
ated by hand directlj'', orby hand or foofcand 
suitable auxiliary mechanism, may be em- 
ployed for the heavier or larger vehicles ^.car- 
rying ,my invention. Neither do I confine 
mysolf to the precise location of the several 
connecting parts, as the same connections 
may be differently located in machi nes of dif- 
ferent size and construction. 

1. The combination of a cylinder for con- 
taining a fluid under pressure and provided 
with a single-attiug-power-piston; gearing 
connecting said piston to a driving or power- 
transmitting shnft; and means subatantiallv 
as described for forcing back said piston 
against its impelling fluid-pressure, as and 
for the purposes set forth. 

2.. The combination with a tank or reser- 
voir, for holding (luid under pressure, and a 
cyliuderprovided w ith a singleaotingpiston; 
means for opening and closing communica- 
tion between said reservoir and cylinder and 
means substantially as described for forcing 
back said piston against its impelling fluid- 
pressure, as and for the purposes set forth. 

3. The combination of a cylinder for con- 
taining a fluid under pres^iure, and provided 
with a single acting power piston, gearing 
connecting said pi.ston lo a driving or power 
transmittina: shaft; a scrow threaded rod for 
controlling the stroke of said iiiston;> and a 
fixed stop or block for taking the thrust of 
said screw threaded rod, substantially as and 
for th(3 purposes set forth. 

1. Thu combination of a cylinder for con - 
tainintj a iluid under pressure, and provided 
with a. piston and hollow rotary piston rod, 
geai ing connecting said piston rod to a driv- 
ing or power transmitting shaft, a screw 
threaded rod extending within said piston rod: 
and a fixfd stop or block for taking the thrust 
of said pcrew-threaded-rod, substantially as 
and for tde purposes set forth. 

5. The combination of a cylinder, for con- 
taining a fluid under pressure, provided with 
a .single acting power piston; a hollow ball- 
joinicd piston-rod; a screw threaded rod ex- 
tending within said piston rod; a rack-bar 
and gearing connecting said piston rod to a 
driving or power transmitting shaft; a fi.xed 
thrust block for said screw rod, and means 
for rotating said piston-rod, substantially as 
and for the purposes set forth. 

(j. In abicyclo, or other lucomotor-machine, 
tlie combination of a cylinder, for containing 
fluid under pressure, provided with a sinyle- 
acting-piston and a rotary piston rod; a rack 
bar and gearing connecting said rod to the 
rtKle of the machine; a screw threaded rod 
and thrust-block therefor and a treadle-mo- 
lion and gearing for rotating sairt piston rod, 
substantially as and for the purposes set forth. 

7. In a bicj'cle.orother locomotor-niachine, 
the combination of a cylinder, for containing 
fluid under pressure, provided with a single- 
acting-piston and a rotary piston-rod; a rack- 
bar and gearing connecting said rod to the 
axloof the machine; a screw-threaded-rod and 
tlirust-biock therefor; and a treadle-motion 



and ratchet-gearing for rotating said piston- 
rod in either direction, substantially as and 
for the purposes set forth. 

491,892. JOSHUA KAMES, Philadel- 

pliia, Pa., assignor to the Atmospheric 
. Propulsion Company, New Jersey. Com- 

pressed-AIr Motor for Propelling 

Wheeled Vehicles. Filed June 9,- 1802. 

Patented Feb. 14, 1893. "Serial. No. 

436,121. (No model.) 

My invention relates to an improved com- 
pressed air motor for propelling wheeled ve- 
hicles, and it consists in the peculiarities of 
construction and novel combinations of de- 
vices as hereinafter described and claimed. 

In theaunexed drawings illqstrating the in- 
vention — Figure 1 is aseetional side elevation 
of a street car provided with my improved 
motor. Fig. 2 is an end elevation, of the 
same with a portion of- the car broken away. 
Fig. 3 is a partly sectional plan of (he com- 
pressed-air reservoirs and the mechanism for 
maintaining a substantially uniform pressure 
in either of said reservoirs by diminishing 
the air space from time to time as the air is 
periodically withdrawn therefrom for use in 
the compressed-air engine. Fig. 4 is an end 
elevation of the coiipressed-air reservoirs, 
showing the valved inlets and exits and a 
portion of the mechanism for diraiiiishing the 
air space to maintain a practically uniform 
pressure when a portion of the compressed- 
air is withdrawn. Fig. 5 represents a por- 
tion of the air expanding chamber and a sec- 
tional elevation of an automatic pressure 
regulating valve or governor located in or 
upon a pipe through wliich said chamber re- 
ceives compressed-air from one of the com- 
pressed-air reservoirs. Fig. 6 represents a 
sectional elevation of an air expanding cham- 
'ber located above a suitable heater and sur- 
rounded by a fuel magazine inclosed by a 
non-conducting casing. Fig. 7 is a plan of a 
compressed-air brak6 mechanism connected 
with and supplied from the air expanding 
chamber. 

It is my purpose to have each compressed- 
air reservoir of sufficient capacity to contain 
all the compressed air that will be required 
as a motive power during one trip of the car 
over a route extending, say,frora five toeight 
miles in one direction. The compressed air 
can be taken from one reservoir during the 
out trip, the other reservoir being meanwhile 
cut out by closing the valve 4 in its exit pipe, 
and on the return trip the empty or nearly 
emptied reservoir will be cut out while the 
other one is employed as a source of power. 

1. The combination of two compressed-air 
reservoirs, an ad.iustable partition arranged 
in each of said reservoirs, screw shafts for ad- 
justing said partitions each of said screw 
shafts being arranged to project from one end 
of a reservoir, gearing that connects the pro- 
jecting ends of said shafts, driving devices 
for rotating either screw shaft, and a-clutch 
mechanism for adjusting said driving devices 
in operative connection withoneof said screw 
shafts and disconnecting it from the othpr, 
whereby the partition in either compressed- 
air reservoir can be adjusted to maintain a 
uniform pressure in said reservoir, substan 
tially as described. 

2. 'i'he combination of two compressed air 
reservoirs each having arranged therein an 
adjustable partition, adjusting mechanism 
adapted to be opcratively connected with or 
disconnected from eiiher partition whereby 
the position of either partition can be varied 
to maintain a uniform pressure in either res- 
ervoir, an expanding chaniber, and valvud 
pipes thaU connect the compressed air reser- 
voirs with said expandinir ciiamber, sub- 
stantially as described. 

3. The combination of two compressed air 
reservoirs each provided with an adjustable 
partition, mechanism for adjusting the par- 
tition in either reservoir to vary the air space 
therein for the purpose of maintpininga uni- 
form pressure in said reservoir as the com- 
pressed air is withdrawn therefrom, an ex- 
panding chamber, valved pipes through which 
compressed air is conducted from cithcrcom- 
pressed air reservoir tosaidexpandingchaui- 
ber, and an air engine communicating with 
said expanding chamber through a piiie pro- 
vided with a throttle valve, substantially as 
described. 

4. The combination of a compressed aii 
reservoir provided with an adjustable pai'ti- 
tion whereby the air space of said reservoir 
can be gradually diminished for the puipose 
of maintaining a uniform pressure in said res 
ervoir as the compressed air is withdrawn 
therefrom, an expanding chamber, a valved 
pipe through which compressed air is con- 
ducted from said reservoir to the expanding 
chamber, an automatic pressure regulating 
valve or governor located in said pipe to au- 
tomatically maintain the desired pressure in 



the expandiug chamber, and an air engine 
supplied with air from said expanding cham- 
ber through a pipe provided with a throttle 
valve, substantially as described. 

5. In a compressed air car motor, the com- 
bination of two compressed airresorvoirseach 
provided with an adjustable partition, means 
for adjusting the partition in either reservoir 
to vary the air space therein for the purpose 
of maintaining a uniform pressure in said res- 
ervoir as the air is withdrawn therefrom, an 
expanding chamber, valved pipes tlirough 
which compressed air is conducted from 
either reservoir to said expanding chamber, 
an air engine communicating with the ex- 
panding chamber through a pipe provided 
with a throttle valve, means for connecting 
said engine with the running gearof thecar, 
and an air brake mechanism supplied with 
power from the expanding chamber, substan- 
tially as described. 

604,272. GOTTLIEB KELLER, West 
yoboken, N. J., assignor of two-fifths to 
Alphonse de Riesthal, Brooklyn, and Solo- 
mon Blog, New York, N. Y. Motor. 
Filed Feb. 12, 1892. Renewed Jan. 10, 
1B<)3. Patented Aug. 20, 189-3. Serial No. 
457,950. r No model.) 
■i'his invention relates to an improved mo- 
tor which is to be driven by compressed gas. 
such as compressed air, carbonic acid gas and 
the like, and which motor is especially adapt- 
ed for propelling vehicles. 

In the accompanying drawings. Figure 1 is 
a plan-view of a vehicle provided with my 
improved motor, parts being broken out and 
others in section. Fig. 2 is a vertical longi- 
tudinal central sectional view of the same. 
Fig. 3 is a horizont.al detail sectional view 
throueh the valve casinir. 

In a motor, the combination, with two cyl- 
inders, of a valve-easing provided with a ver- 
tical bore for a valve and with two inlet-chan- 
nels extending from said boro to the two cyl- 
inders, two outlet-channels extending from 
said cj-lindejs to the bore for the valve, a 
vertically cylindrical rocking-valve in said 
bore, which valve is closed in its bottom and 
open at the top and is divided into two cora- 
parlments by a horizontal transverse parti- 
tion, the tipper compartment having two ap- 
ertures adabted to register with the inle^- 
channelsof the cylinders, and the lower com- 
partment having four apertures being adapt- 
ed to register with the outlet-channels lead- 
ing to the cylinders, and with channels lead- 
ing to the outlet-port of the valve-casing, and 
an inlet-pipe tor the operating medium con- 
necting with the top of said rocking-valve, 
substantially as set forth, 

550,163, GEORGES DURAND, Paris, 
France. Compressed-Air Motor. Filed 
Jan. 4, 1894. Patented Nov. 19, 1895. 
Serial No. 495,657.- (No model.) Pat- 
ented in France June 17, 1893, No. 
230,925. 
" Tlic oTjject of this invention is to construct 
a motor suitable especially for traction pur- 
poses; and the principle of the invention re- 
sides in the employment of two kinds of force 
or energy, one violent or impulsive' energy 
and the other (into which the first is trans- 
tonned) quiet, elastic, and easy to store and 
utilize. 

More specifically the invention consists in 
developing energy by the explosion of a de- 
tonating mixture and utilizing the successive 
intermittent impulses to store in a reservoir 
a suitable quantity of air under pressure, 
wliose steady and nniforui energy is em- 
ployed in a motor. 

The detonating-engine, which is the prime 
source of iwwer, may be of various types, 
which aie well known; btit, preferably, I em- 
ploy a petroleum-engine,in which the detonat- 
ing compound is composed of a mixture of 
air and vapor, the force for x)roi)ulsion of the 
current of air being furnished by the aic-res- 
ervoir. 'I'lte piston and cylinder of the de- 
tonating-engiue preferably .serve as a pump 
to store air in the reservoir, from wliich it is 
drawn as required for the compressed-air mo- 
tor. The latter may be constructed in any 
of the various ways in wliich the expansion 
of compressed air produces the movement of 
a piston, or the dilation of a device constructed 
on the principle of the bellows. 

The compressed air in the i-eservoir is or 
maybe utilized to effect the tightening of the 
iMimlssion-valve of the detonating-cylinder. 
■fhe waste gases of the latter can be used to 
warm the cylinders of the air-motor, and, vice 
versa, the cold air due to expansion in the 
latter can be used to lower the temperature 
of the gas-engine. 

The inveutiou includes various iinprove- 
taents of a minor character, which will be ex- 
plained hereinafter. 

TJie invention being jwrticularly designed 
for traetioq purposes is illustrated in the ac- 



AIR 



companying drawings, in connection with :i 
vehicle which it is tlesij;ncd to piopol. 

In the drawings, Figure 1 is ii, side eleva- 
tion, most of the fmnie and oixiinary parts ot" 
the vehiclo being omitted. Fig. 3 is a pla>» 
view. Fig. 3 is a roarelovr.tion. Fig. 4 is \f 
transverse section itt the gas-engine in wliich 
the explosion is produced to compress the air 
in the resor"oir. Fig. 5 is a plnn view of the 
under side of said engine. Fig. G is a plan 
view of the top of the same. Fig. 7 is a sec- 
tion on lino A B of Fig. 5. Fig. H isa section 
of the motor-cylinder and air-valves. Fig. !' 
is a plan view of the end of the cylinder and 
valve-casing. 

1. The combination with the cylinder, pis- 
ton and valves of a detonating air-pump jind 
with a reservoir snppli).Ml with nir by wiid 
pump, of a cock controlling the ftdn)i.Hsion of 
theexplosivoui.xturc to the detonating cliam- 
ber, the space in, front of the cock being in 
communication with the detonatingchainbcr, 
and the space belnnd it with the air-reservoir, 
80 that the cock is wedged tightly in its seat 
by the force of the explosion, and relaxed l>y 
the pressure of the air when the force of the 
gases of explosion is expended, substantially 
as described. 

2. The combinatipn in a detonating air- 
pump comprising a cylinder and its piston, 
said cylinder having air inlet and outlet 
valves therein on one side of the piston, and 
connections for supplying an explosive mix- 
ture to the cylinder on the other side of the 
piston, of a piston-rod connected with the 
piston, and geaiing for connecting the end of 
the piston rod with a working part of the ma- 
chine during the return or discharging stroke 
of the piston and for releasing .said piston rod 
during a working stroke of the piston, the 
Impelling force for the latter stroke being 
produced by the explosion of the gaseous 
charge in the cylinder, substantially as de- 
scribed. 

576,538. CHARLES H. BELLAMY, 

South Hadley Falls, Mass. Bicycle. 
Filed Feb. 4. 1896. Patented Feb. 9, 1897. 
Serial No. 578,005. (No model.) 

This iuvoutiou relates to improvements in 
the means for propulsion of bicycles and 
other cycles and vehicles. The invention con- 
templates the compression of air manually 
by means therefor carried by the bicycle or 
vehicle and the utilization of the compressed 
air for operating the driving mechanism with 
which the machine is equipped. 

An exemplification of the invention is illus- 
trated in the accompanying drawings, in 
which — 

Figure 1 is a side elevation, with parts 
broken out for clearer illustration, of a bi- 
cycle with the compressed-air propelling 
mechanism applied thereon. Fig. 2 is a ver- 
tical cross-sectional view on a large scale, 
taken on the line 2 2, Fig. 1. Fig. 3 is a sub- 
stantially vertical cross-section, also on the 
larger scale, on line 3 3, Fig. 1. 

1. In a bicycle or unalogous vehicle, an aii'- 
compressing apparatus afid means actuated 
by the rider for operating it, a hollow sad- 
dle which also serves as an air-reservoir con- 
nected with the compressor, and an air-mo- 
tor applied for propelling one of the wheels 
of the vehicle having an air connection with 
saidhollowsaddle, substantially asdescribed. 

2. In a bicycle or analogous vehicle, a fixed 
hollow axle, a means for compressing air, and 
which is connected through the frame Tvlth 
the axle, and an internally-toothed wheel 
mounted on and revolving on the axle, com- 
bined with an oscillating motor mounted on 
and receiving its po^'er for operating it 
through the axle, a cranked shaft operated 
by themotor,andagear-wheelon said cranked 
shaft and which meshes with and operates 
the internally-toothed wheel, substantially as 
specified. 

3. In a bicycle or analogous vehicle the 
combination with the opposing air-comprcss< 
ing pumps supported on the frame of the ma- 
chine, of the longitudinally-ranging levers 
oivotally supported at their rear ends and 
flaving pedals, the transversely - arranged 
lever intermediately pivotally supported, 
connected with intermediate portions of said 
first-named levers and also having connec- 
tion with the pistons o^said pumps, an air- 
motor for propelling one of the wheels of the 
vehicle, havingconneotion whereby to receive 
coifipressed air as primarily produced by 
said corapressing-pumps, snhstantially as de- 
scribed. 

4. In a vehicle of the character described 
the combination with the frf.me-uprightB of 
the d uplicated air-compressing pumps mount- 
ed at opposite sides of said upright and hav- 
ing the piston-rods thereof depending, the 
longitudinally -ranging, pedal-provided, le- 
vers G G rcnvwnrdly pivotally supported, the 
cross-lever F intermediately pivotally sup- 
ported at the lower end of said upright, the- 



519 

link? d d connecting the cross-lever and said" 
piston-rods, and the links //connectingsaid 
cross-lever with intermediate portions of the 
levers G, substantially as and forthe purposes 
set forth. 

696,901. DAVID A. MOORE, Harvey. 
111.. a*y;iguor of one-third to Oliver T. 
Kads, same place. Air-Propelted Bicy- 
cle. Filed Nov. 28, 1806. Patented Jan. 
J 1898. Serial No. 61.3,745. (No model.) 
.My invention is in the nature of an im- 
provement in that form of bicycle in which 
the pedals are used for compressing air by 
the agency of a pump and tlic comp'csscd 
air then used for driving the rear wheel by a 
speciaUy-eonstriictcd rotary engine arranged 
conccnti'iealli' to the roar wheel; and it con- 
sists in the special features of novel construc- 
tion and arrangement for securing a simple 
and effective means of propulsion, which I 
■will now proceed to describe with referenro 
to the drawings. 

1. The rotary motor consisling of a revolv- 
ing piston h with wings L on its periphery and 
flanges //on its sides, the casing a with ra- 
dial valve-chambers E having in their front 
sides ports N aiid in the rear valve-balancing 
chambers and also exhaust-ports a*, radial 
valves D arranged in said valve-chambei-s, 
screw-caps F closing the ends of the valve- 
chambers, and detachable side pieces c clos- 
ing in the piston on the sides substantially as 
and for the purpose described. 

2. The combination in a bicycle, of a rotary 
motor arranged concentrically to the rear 
wheel and having a revolving piston con- 
nected to said wheel, said motor having a cas- 
ing connected to the framework and relatively 
stationary with reference to the piston but 
freely hanging from a remote point of support 
to render it automatically adjustable to the 
wear of the piston and motion of the wheel 
substantially as shown and described. 

3. The combination in a bicycle, of a rotary 
motor arranged concentrically about the rear 
wheel, two pumps hinged at their upper ends 
to the frame and swingingfreelyat their lower 
ends, flexible tubes between the pumps and 
the motor, I'adially-swinging arms pivoted to 
the framework and to the piston-rods, and 
pedals arranged at the junction of the said 
arms and piston-rods as and for the purpose 
described. 

697,394. EZRA A. COZENS, Toledo, 
Ohio. Pneumatic Motor for Bicycles. 
Filed Dec 11. 1896. Patented Jan. 18, 
1898. Serial No. 615.387. (No model.)- 
My invention relates to a pneumatic motor 
for bicycles and other vehicles; and its ob- 
ject is to provide a device and arrangement 
ot parts which shall be light, chenp, simple, 
and easily operated. I accomplii^li these ob- 
jects by means of the device hereinafter de- 
scribed and shown and illustrated in the ac- 
companying drawings, made part hereof, in 
which — 

Figure 1 is a side elevation showing the air- 
chambers and valve-chamber hereinafter re- 
ferred to in central vertical section; Fig. 2, a 
plan view, with the top of the frame removed, 
upon the dotted line a 6 of Fig. 1; Fig. 3, a 
central vertical section of a crank-axle and 
crank hereinafter referred to; and Fig. 4 is 
a detail view of the two-wa}'' cocV 

Jnapneumatic motor for bicycles, a crank- 
axle journaled in the bicycle -frame, foot- 
pedals on said crank-axle, a second crank- 
axle journaled in said frame, rods connect- 
ing the cranks of said two axles, an air-com- 
pressor operatively connected with the driv- 
ing-crank of the machine, an air-storage 
chamber connected with said compressor, an 
air-engine connected with said storage-cham- 
ber, connections intermediate said engine 
and said second crank-axle and connections 
intermediate said second crank-axle and the 
driving-wheel of the machine 

697,466. JOSEPH L. HANSARD and 
RUFFIN HIATT, Lebanon, Ore. Air- 
Motor for Bicycles. Filed July 7, 1896. 
Patented Jan. 18, 1898. Serial No. 
598,317. (No model.) 
This invention relates to certain hew and 
useful improvements in bicycles; and it has 
forits objects.ajmong others, to provide a sim- 
ple and cheap propelling mechanism or mo- 
tive power in \^hich the sprockets and chain 
are dispensed with and inthoirsteadair isem- 
ployed, the feet acting on the pump or pumps 
and the motion transmitted to the main shaft 
of the rear wheel through suitable mechan- 
ism and connections, whereby greater speed 
is attained at less cost and exertion of power 
and the parts are so arranged as not to be 
liable to get out of .order and do not aid ma- 
terially in increasing the weight of the ma- 
chine. The wheel is perfectly balanced and 
. the reversal of the engine acts as a brake. " 



520 

Other objects .and advantages of the in voli- 
tion will hereinafter appear, and the novel 
features ilicreof will be spccifiealiy riotiiied 
by the appended cIjlUqs. 

1. The combination with a vehicie-fraino 
and a storage-tank of a pair of vertically-dis- 
posed Oscillating pump -barrels, pivoted to 
said frame, and pistons working in said bar- 
rels and having rods terminating in pedals 
and cobpevativo connections for propelling 
tlie vehicle, substantially as shown and de- 
scribed. 

2. The combination with a pair of verti- 
cally-disposed oscillating pump -barrels, a 
frame to which they are ph'Oted. and pistons 
working in said barrels and'ihavitig rods ter- 
minating in pedals, a storage-tank, and con- 
nections between the pumj^s and said tank 
and connections between aa[d,tank and the 
propelling devices of the vehicle, substan- 
tially as described. 

602,618. ELMER E. EYSTER, Indian- 
apolis, Ind., assignor of tme-half to Frank 
F. Rogers, same place. Air-Propelled 
Bicycle. Filed June 10, lb07. Patented 
Apr. 19, ISMS. Serial No. 640,235. (No 
model.) 

My invention has, reference more particu- 
larly to that class of raotor-vohiclos which are 
driven by means of compressed air, and in 
the practice of the invention I construct the 
frame of the vehicle hollow throughout, so as 
to constitute a receiver or reservoir for the 
compressed air, and thcairissqpplied to said 
receiver or reservoir by means of air pumpa 
or compressors, which are mounted in con- 
venient position upon the frame of the ma- 
chine. I alsoemploy a motor for the vehicle, 
which is driven by means of the compressed 
air and which serves also as a compressor, 
utijizing gravitation for storing air in the re- 
ceiver, and such motor may be variously conr 
fitructed, but preferably is of a fepecial form 
aDd embodies a certain arrangement of valves 
and operative connections, whereby the same 
is made to subserve the function of a brake 
for the vehicle either in descending grades or 
whenever it is desired to stop the machine. 

While my improvements are applicable to 
vehicles generally, I shall only refer to the 
same hereinafter in connection \Vith a bicy- 
cle, and it may bo stated at this point that I 
dispense with the use of a chain or chains for 
driving or propelling the vehicle and connect 
the pedal -cranks with the plungers of the 
compressors. 

My invention is capable of a great many 
different embodiments in use, and wliil^e I 
have herein elected to show a certain pre- 
ferred embodiment it will be understuod that 
I am not limited thereto as to detuili but that 
I am at liberty to make such changes and 
alterations therein as may be deraapded by 
the exigencies of any particular case. Thus 
the frame of the bicycle is indicated at 1, and, 
as shown, the same is hollow throughout, so 
as to constitute a receiver or reservoir for 
compressed air. The several joints of said 
frame are of course made air-tight, and if de- 
sired one' or more of the members of the frame 
may be enlarged, so as to increase the capac- 
ity thereof for holding the air forced therein. 
Compressed air may be supplied to the frame 
in any .suitable manner, but preferably I 
mount upon the frame at any suitable point 
about the axis of the crank-shaft and on each 
side thereof a pump or compressor 2, each of 
which communicates at its upper end with the 
frame, as shown at 3, and is provided at such 
end with a valve opening upwardly to admit 
the "air. to the frame and with a Valve G to ad- 
mit air to the pump iu a well-known manner. 
The connection between the upper end of the 
compressors and the frame may be effected 
in various wjiys, and the valves may also be 
of any of Iho oi'dinary or well-known forms, 
as is obvious. 

1. in«. motor- vehicle, the combination oi 
the combined motor and compressor haying 
the posilivply-operated valves and the pis- 
tons, the Jiollow frame supplying air under 
pressure Ihroiigh said valves to actuate the 
pistons, a connection between the combined 
motor and compressor and frame through 
which air is forced iuto the frame, and a cut- 
off vaive located on tue frame, substantially 
as described. 

2. In a motor- vehicle, the combination with 
the motor, its controlling-valves, the link piv- 
oted to the motor midway between the valves, 
the screw carried by the link, and the adjust- 
able connections extending in opposite direc- 
tions from the screw to said valves, of an up- 
right rod connected to turn the screw and 
having a small gear at its upper end, an en- 
larged gear-wheel engaging said small gear, 
a casing therefor having stops or notches, and 
a crank or handle carried by said large gear 
and provided with a catch for engaging said 
notches, substantial'y as described. 



AIR. 



3. In a motor-vehicle, the combination of 
the hollow fram.o, the motor having the pis- 
tons and constructed with tlie upper and lower 
passages, ports leading from the lower pas- 
sage to the space-s behind the pistons and pro- 
vided with controlling-valves, similar ports 
leading from the n[iper passage and having 
valves, a check-valve between the upper pas- 
sage and the frame, and a cut-off valvo and 
a relief-valve, substantially as described. 

Jr. In a motor-vehicle, the combination of 
air-compressors, the hollow frame constitut- 
ing a reservoir fur the compressed air, a sepa- 
rate motor receiving air from the reservoir, 
means for shutting off the air, connections 
whereby the motion of the machine may be 
made to operate said motor to force air into 
the reservoir, and means lOr controlling the 
admission of the air'frora the motor to the 
reservoir and thus make the motor act as a 
brake, substantially as described. 

5. lu a motor-vehiele, the combination with 
the compressors, of the pedal-cranks having 
a sliortarm connectinji with the plunger-rods 
of said compressors, and anupper longer arm 
carrying the pedal, and means on each crank 
for independently restoring said cranks after 
dej>ression, substantially a9 .shown and de- 
scribed. 

fi. The combination with the pedal-cranks, 
and the crank-axle having the llutod end por- 
tions, of the sleeves fluted to fit said portions, 
and the springs having one end secured to 
the sleeves and their other ends secured to 
the cranks, substantially as shown and de- 
scribed. 

603,518. HENRY SVMES, Alexandra 
South, New Zealand. Mechanism for 
Propelling Vehicles. Filed May 15, 1897, 
Patented May 3, 18<>S. Serial No. 636,613. 
(No model.) 

This invention relates to vehicles, and has 
foritsobjecttoprovideanxechanism by which 
vehicles may be more easily propelled. 

The invention will be described herein with 
special reference to a bicycle' and its adapta- 
bility to such vehicles set out, wherefrom its 
application to other vehicles will be readily 
seen by a skilled person. 

The bicycle is constructed with a frame 
closely resembling existing machines ; but the 
frame is strengthened to carry an air-motor. 
The ordinary perishable rubber tire is dis- 
pensed with and replaced by a tire of thin 
steel by preference. A battery ot pumps is 
arranged around the periphery of auch steel 
tire with theirpiston-rodsprotruding radially, 
so that as the wheel is revolved the pressure 
of the rider forces air into the tire, which be- 
comes a receiver whence the compressed air 
may be convoyed to the motor to revolve the 
pedal- cranks. 

1. In a cycle, the combination with a hol- 
low rigid tire, of a plurality of pump-barrels 
extending radially across said tire and pro- 
jecting outside of the same, and secured to 
the tire at each end, pistons in said pum^- 

barrels, spring-valves in said pistons, and 
piston-rods projecting radially beyond the 
pump-barrela, substantially as described. 

2. In a cycle, the combination with a hol- 
low rigid tire, having in its periphery a series 
of screw-threaded openings, of a plurality of 
pump-barrels screwed into said openings, pis- 
tons in said barrels, spring-valves in the pis- 
tons, piston-rods extending beyond the pe- 
riphery of the tire, and springs for keeping 
the piston-rods normally projected, substan- 
tially as described.. 

3. In a cycle, the combination with a hol- 
low metallic tire, having a plurality of open- 
ings in its periphery, of screw -threaded bosses 
decured to the tire at said openings, a plu- 
rality of pnmp-barrels having screw-threaded 
collars to screw into said bosses, plates inside 
the tire to receive the inner ends of the pump- 
barrels, valved pistons in the pump-barrels, 
and spring-actnated piston-rods projecting 
beyond the outer ends of the pump-barrels, 
substantially as described. 

4. In a cycle, the combination with a hol- 
low tire, of a pump-barrel secured radially 
therein, having its outer portion of larger di- 
ameter than its inner portion, a piston in the 
inner- portion, a spring-valve in said piston, 
a piston-rod having a collar fitting in the 
outer portion of the barrel, a helical spring 
housed in e\\d outer portion and acting 
against said collar, and an. annular cap on 
the outer end of the barrel to limit the out- 
ward movement of the piston-rod, substan- 
tially as described. 

5. In a cycle, the combination with a hol- 
low rigid tire, of a pump-barrel secured radi- 
ally therein, having inlet-ports in its inner 
end, an elastic band surrounding and cover- 
ing said ports, a valved piston in the pump- 
barrel, and a piston-rod projecting beyond 
the periphery of the tire, substantially as de- 

- scribed. 



614.992. MICHAEL SCHMIDT, Cra 

mer's Hill, N. J. Air-Engine. I'iled 
Sept. 1. 1897. Patented Nov. >'K 189H, 
Serial No. 650,311. (No model.) 
The invention is designed for operating a 
bicycle by means of air compressed by the 
running of the machine. The bicycle-frame 
is preferably U-shaped and hollow to form a^ 
compressed-air reservoir and has the usual 
handle-post and fork for the front wheel and 
the hind or driving wheel in bearings of the 
hollow frame. An engine or motor, together 
with an air-compression pump, are in dupli- 
cate and placed at each side of the machine, 
the cranks being at right angles. 

In a bicycle, the combination of a hollow 
U-shaped frame, a pipe connecting with the 
bottom bend of the U-shaped frame, an air- 
chest on each side of the frame and connected 
with the bottom bend of the frame by said 
pipe, a shut-oflf cock in said, pipe, air-cylin- 
ders and piston connections to the bicycle- 
wheel, eccentrics on the wheel-shaft for actu- 
ating the valves of the air-chest, an air-pump 
for each air-cylinder on opposite sides.of the 
U-shaped frame, a plunger for each pump, 
and a treadle on each nlunger, as shown and 
described. 



Electrically^Propelled 
Carriages, 



123,809. LAWRENCE W. COE, Au- 
burn. N. Y. Carriage. Patented Feb. 
20. 1872. 

My invention consiMts in the improvement 
of, the frames and bodies of electrically-moved 
carriages, as hereinafter fully described and 
subsequently poiuted out in the claims. The 
invention also consists in anovel arrangement 
or the steering ap])aratus. It also consists in 
certain improvements in the construction of 
the wjieels; and it also consists iu an arrange- 
ment of the brake, all as hereinafter describetL 
Instead Of applying tue ur!iii.e3 to the rims 
of th© wheels, as is common in land-carriages, 
but which cannot well be done when ludia- 
rubber tire is used, I place a friction-wheel, K, 
on the axle C, and apply a friction-baud, O, 
thereto, with actuating levers P and Q for 
working itj one end of said band being con- 
nected to the carriage -frame and the other to 
lever P in the usual way of arranging brakes 
of this character. 

For convenience in applying and removing 
the engine, the asle will be coupled together 
at li. It will also be cOnpled at S, and a clutch 
and shiftiug-iever will be provided for discon- 
necting one wheel irom the other when turn- 
ing sharp curves. 

1. The carriage-frame D, mounted on springs 
F F in front and directly upon the axle be- 
hind, combined with a body, A', mounted on 
springs at the rear, hinged to the frame at the 
front, and supported by the axle independentlv 
of the said frame, as and for the. purpose spec- 
ified. 

2. The arrangement, with front-wheels, of 
the hound I, cogged hound I', springs F, pin- 
ion I, and hand - shaft fe, whereby the wheels 
may oe turned the whole way round, as set 
forth. 

281.859. EDWARD FOX, Brooklyn, N. 
Y., assignor tQ himself and Andrew Al- 
bright. Newark, N. J. Vehicle Propelled 
by Electricity. Filed Feb. 5, 1883. Pat- 
ented July 24, 1883. (No model.) 
The object of this invention is to provrd,e a 
meaus by which electricity can be applied to 
either a road-wagon, tramway-car, horse-car, 
or railway-car without the use of cumbersome 
intermediate gearing. I provide a magneto- 
electric motor, and support the same from the 
body or frame of the vehicle, and I operate 
said motor by the electricity contained iu a 
storage-battery carried in the vehicle. It may, 
however, be operated by the electricity con- 
veyed by stationary wiVes and transmitted to 
the vehicle through the medium of a travel- 
ing carriage upon the wires. The end pf the 
armature-shaft of my magneto-electric motor 
is made as a worm-pinion, and it operates in a 
worm-wheel upon the axle of the car-wheels, 
and the speed of said motor is thereby reduced 
sufficienUy to make it available for driving 
the vehicle. This is especially applicable to 
railway-caiTiages and street-cars. In the case 
of street-cars or tramway-cai-s I employ the 
same direct connection of a worm-pinion on 
the shaft of the armature acting upon awheel 
to which is connected a band-wheel or pqlley 
-with, a belt to a wheel on the driving-axle of- 



the vehicle. In employing electricity for pro- 
pelling a road-wagon I make use ol' endless 
bands or ropes passing around the driving and 
traction wheels, and said bands or ropes sovve 
as tracks upon which the wheels run, and I 
use pulleys and wlicels to give the leverage 
required to enable the motor to move the load. 
Lalso provide for shifting the front axle from 
side to side to a limited extent through tlie in- 
tervention of alcver ora toothed segment and 
worm, so as to facilitate turning the vehiclo 
ronndacurve; and I provide guides over the 
wheels to keep the ropes or bauds from run- 
ning ontof the grooved fellies of the traction- 
wheels. The magneto-electric motor for driv- 
ing the road-wagon or tramway-car may be 
directly connected by worm and worm-wheel 
to the shaft of the secoud pair of wheels, or to 
the shaft of the front wheels by belt and puV 
leys 

1. In a venicle employing electricity as a 
motive power, the combination, with the mag- 
neto-electric motor, the worm-pinion b, and 
wheel c, of the driving-wheels//' and bands 
or ropes g, substantially as set forth. 

2. The combination, with the wagon-or cai 
and its traction- wheels //' and band or ropes 
j7, of the wheels e, and mechanism for moving 
said wheels e up or down and shifting them 
sidewise, and the means for imparting motion 
to the vehicle, substantially as sot forth. 

3. The combination of the driving-wheels 
having grooved peripheries, and the endless 
bands or ropes p;issi'ng around the same, with 
a magneto-motor, the axis of the armature of 
which isat right angles to the axle of the driv- 
ing-wheels, a worm-pinion on the said arma- 
ture-axis, a wheel on the axle of the driving 
wheel, into which said worm-pinion gears di- 
rectly, an elevated conductor and traveler fot 
supplying electricitj', and switch under the 
control of, the attendant, substantially as and 
for the purposes set forth. 

383,561. CAMILLE A. FAURE, New 

York, N. Y., assignor to the Electrical 
Accumulator Company, New York. Pro- 
pelling Vehicles by Electricity. Original 
application filed May 25, 1887, Serial No. 
239,318. Divided and this application 
filed Jan. 19, 1S88. Patented May 29, 
1888. Serial No. 261,251. (No model.) 
Patented in France Oct. 20, 1880, No. 
139,2.^, and in England Jan. 11,1881, No. 
129. 

My invention is an improvement in the ap- 
olicatiou of electricity as a motive powei- Cor 
driving or proi)elliug vehicles. 

In practical operations I place accumula- 
torsorstorage-batteries upon atram-car.where 
th^ electric potential stored in the so-called 
"reservoir" is,by means of adynamo-machine 
or motor, translated into mecbanicid motion to 
drive the car' The quantity oramonut of elec- 
tric potential so transformed is, however,coo- 
sumed at a vaijiable rate, a rate adapted toihe 
demands of the load and of the grade upon 
which the car is traveling. In ascending a 
grade a greater amount of the eiectric poten 
tial is transformed into mechanical motion 
than is the case wliere the car is descending a 
grade under the iutluence of gravity acceler- 
ated by its own momentum. In this latter case 
themomeutum ofthe car operates the dynamo, 
which converts the mechauical motion into 
dynansic electricity, and this, acting upon the 
storage- battery reproduces therein an electric 
potential, so that the net expenditure of elec- 
tric potential in anygiveu distance traveled is 
equal to the difference between the expendi- 
ture of energy used to jiropel the car and the 
amount of *energy of alike form reclaimed by 
the movenionts of the car acting under the in- 
fluence of gravity and it.s own momentum. 

For the pi.rpo^-eof ilhistration I haveshown 
my improvemenis aftplied to a four-wJieeled 
vehicle designed for use upon a track, as the 
rails of a tramway, i place a number of cells 
of secondary battery upon the vehicle to- 
getherwitli an electromagnetic motor, such 
as the well-known dynamo-machine. On the 
armature-arbor 1 place a wheel or pulley, 
which may be belted or geared directly to 
a wliL'Cl or pulley firmly fixed to an axle of 
the vehicle; but lor the purpose of adjusting 
or varying th:- speed with which the power is 
applied f prefer to place a counter-shaft in con- 
venient pi'oximiiy to the niotor,and to belt or 
gear from a wheel or pulley on the armature 
to a gear or pulley on the counter shaft, and 
-from a second pulley on the counter-shaft to a 
roirtspouding gf-ar or pulley "^n theaxle, and 
1 prefer to mechanically connect the two axles 
by a rod or pitman, so as toavail. ofthe addi- 
tional friction due lo the application of driv- 
ing-power to both axles. 

The apparatus for varying the supply of en- 
ergy to the motor consists of a switch or cir- 
cuit-changer, by the mo\'enient of which the 
arrangement oi the stries of secondary cells 
with respect to the motor circuit may be 
changed or vaci'^d. 



ELECTRICITY 

I do not herein claim the eombination of a 
secondary battery, a dynaoiomotor in cir- 
cuit therewith, and means for applyiug the 
rotatioD of the armature to the propulsion of 
the vehicle, as that forms the subject of an 
application filed by me in the United States 
Patent Office, May 25,1887,Serial Nc.239,3l8, 
of which this isa division. 

The method herein described of operating a 
vehicle propelled by an electric motor sup- 
plied with current from a secondary battery 
carried by the vehicle, consisting in braking 
the vehicle aud returning cnrrent to the sec- 
ondary battery to recharge it by decreasing 
the electromotive force of the battery until 
the connter electrO' motive force ofthe motor 
exceeds it when the vehicle is on 'idown giade 
or slowing down. 

412,925. FRANK E. KINSMAN. Plain- 
filed. N.J. Electrically Operated ( ce 
Cutting Machine. Filed Nov. 2, 1 888. 
Renewed Sept. 7, 1889. Patented Oct. 15, 
1889. Serial No. 323.232. fNo model.) 
The cutting of ice upon ponds and rivers 
ti accomplished by means of an ice-cutting 
machine drawn by horses over the surface 
of the ice and guided b}' a driver, and these 
uiachiues, by a sprocket-wheel moved by con- 
tact with the ice and through a series of 
geai-s, operate a revolving .saw, which, as the 
machine moves over the surface of the ice, 
cuts a groove or kerf into the surface of the 
ice, and by means of such machines theoice 
ia-cut into strips, and tho strips into blocks, 
to be broken up afterward by hand-tools; 
but this method of cutting is slow and ex- 
pensive. 

J\Iy invention relates to an ice-cutting ma- 
chine which is electrically driyen over the 
surface of the ice and in which a gang of 
saws is rotated by an electric motor. 

I employ in carrying out my invention an 
iaxle, and spiked wheels upon the ends of such 
axle, an electric motor suspended from said 
axle, a gang of saws mounted upon the arma- 
ture-shaft of the motor, said armature-shaft 
being in beapugs below the main axle and 
upon the ends of the armature-shaft pinions, 
which mesh with teet|i upon the inner svir- 
faces of toothed rings secured upon the in- 
ner faces of the main wheels, and I employ 
drums or reels and bearings for the same 
above the axle, and the shafts of the drums 
have pinions upon their outer ends, which 
pinions also mesh with the toothed rings 
upon the wheels, and these reels or drums 
carry electric conducting-wires,which]ead to 
the shove to a source of electric supply, and 
I provide means for stopping the armature- 
shaft and for raising the gang of saws out 
of the ice, and-means forchangiug the direc- 
tion ofthe machine, all of which are more par- 
ticularly hereinafter described. 

1. The combination, with the maiu axle 
and -supporting-wherls, of a shaft and saws 
on such shaft, and an electric motor for'ro- 
tating the shaft and saws, and ijearing con- 
necting the shaft and the suppurting-wheels, 
substantially as specified. 

2. The combination, with the main axle 
and supporting- wheels, of a shaft and gang of 
saws, and electric motor for rotating said 
shaft and saws, and pinions upon the ends 
of the saw-shaft, and toothed rings upon the 
main wheels meshing with each other for re- 
volving the main wheels, substantially as 
specified. 

3. The combination, with the maiu axle 
ind supporting-wheels, of hangejs connected 
to the main axle and extending downwardly 
and provided at their ends with bcaring.s, an 
electric motor supported from the main axle, 
the shaft of whose armature is extended at 
one or both ends and supported in the bear- 
ings of the hangers, saws foriping a gang 
mounted upon tho armature-shaft, arms ex- 
tending above the main axle, shaftsand drums 
or reels supported by said arms, electric cou- 
ducting-wires i 5, leading from a source of 
supply to and around said drums, and elec- 
tric connections from said wir(;s to the elec- 
tric motor, substantially as sot forth. 

4. The combination, with the main axle 
and supporting-wheels and an electric motor 
c, supported by said axle, of the armature- 
shaft /), the gang of sjiws connected therewith, 
and bearings for said .shaft, the pinions//', 
the toothed rings g ^', connected to the main 
wheels, the shafts i i' and supports for the 
same, the drums I /', and the pinions in m'y 
whereby the rotation of the electrically-re- 
volved shaft turns the main wheels and the 
electrie-conductordrums, substantially as set 
forth. 

5. The combination, witti tho main axle 
and supporting-wheels, of the electric motor 
and a switch, a gang of saws mounted upon 
the armature-shaft, a spine C, pivoted to the 
main axle, a steering-wheel aud lever-handle, 
a lever and frictiOQ-wheel for stopping the 



521 

armature-shaft, and a hand-lever for elevat-^ 
ing the gang of saws by giving a partial ro- 
tation to the axle, substantially as set forth. 
G. The combination, with (lie main axle 
and wheels, tho electric motor, and tho drums 
and the electric conducting-wire, of the in- 
sulated sleeves G 7, the metal plates a 9, the 
switch 10, and the conducting-wires connect- 
ing the insulated sleeves and the electric 
motor, and the gearing for connecting the 
drums to tho supporting and propelling 
wheels,_substantially as set forth. 

415,790. WILLIAM P. PERRY, West 
Medfotd, Mass. Velocipede. Filed July 
15, 1889. Patented Nov. 26, 1889. Serial 
Nu. 317.513. fNo model.) 
i\ry invention consists in the combinatiim, 
with the driving wheel or wheels, a wheel or 
puUeyengagingthe rim of said driving-wheel, 
and an cleetric motor for drivingsaid pulley, 
of a friction-clutch for transmit ting the power 
of the motor lo the pulley, and means, sub- 
stantially as will be described, for moving 
said clutch; also, in the combination of the 
steevirigwhcel or\vheelsanda friction pulley 
or pulleys cjigaging the rim thereof, an elec- 
tric motor,and a clutch orelutches for trans- 
mitting the power to the said friction pulle) 
or pulleys, and a brake; also, in the combi- 
nation of two driving-wheels arranged en 
an axle or bar supported on a frame, and 
counterbalancinir-w^iirhts for H:iid frame. 

1. A supportiHg-frame comprisingsidoand 
end bars and driving-wheels, eomibincd with 
an electric motor supported by the end bars 
at one extremity of the frame, the motor-shaft 
m, frietion-pulle3\s loo.se thereon and contact- 
ing with -the driving-wheels, and friction- 
clutches upon said shaft for transmitting 
power from the electric motor to the pulleys 
b, substantially as ile^eribcd. 

2. A supporting-frame, axle-bar, and driv- 
ing wheel or wheels thereon, and friction- 
plates /.movable longitudinally on said axle- 
bar, combined with pulleys continuously en- 
gaging the rims of said driving wheel or 
wheels, an electric motor, and clutches and 
hand-levers for moving them, and also con- 
nected to s;iid plates t to move them into con- 
tact with the driving-wheels to actasbi-akes, 
substantially as described. 

3. A supporiing-frame and driving-wheels, 
combined with loose pulleys continuously en- 
u'aging the rims of said driving-wheels, an 
rlectrie motor, its shaft, and clutches movable 
longitudinally thereon, and means for mov- 
ing the clutches lonjritudinally to engage 
said loose pulleys, and tho battery arranged 
on t,he sides of the supporting-frame, and a 
switch, substantially ;xs described. 

4. A supporting-frame, axle-bar, and driv- 
ing-wheels thereon, combined with a seat ar- 
ranged on said frame at onesideof saidaxle- 
bar, and a battery arranged upon the sides of 
the supporting-frame at the opposite side of 
the axle to the seat to counterbalance the 
weight of the rider, substantiallv as de- 
scribed. 

426,384. WILHELM JASPER. New 
York, N. Y Velocipede. Fil^d (.)ct. 24 
188*1. Patented Apr. 22. 1890. .Serial No 
;i28.057 fNo model. 1 
This invention has for its object lo providp 
an pconomic and readily-applicable driving 
mechanism for sucli apparatus as velocipedes- 
or tricycles; aud the invention consists in the 
details of construction set forth in thofollow- 
ingspccification aud claims, and illu.strated in 
the accompanying drawings, in which — 

Figure ] is a side elevation of a velocipede. 
Fig. 2 is a x)lan view of Fig. 1. Fig.3isasec- 
tion along x a:, Fig. 1. 

1. 'I'ho L'ond)inati'jn, with the frame or sup- 
jiort having ihe supporting-wheels IJ and a 
driving and steering wheel (', of a- rol a ry frame 
for said wheel C, aud an electric motor sup- 
ported on said robiry frame and connected 1.^) 
.said wheel (', snbstjiulinlly as descri;)ed. 

2. The combination, with tho frame orsup- 
port having tlie supporting-wlieels 1> and a 
diivingand steering wheel C, of an elcclrie 
batter; monnledon said frfpne. a rotary frame 
for t)ie wheel C, and an electric motrn- con- 
nected tosaid balleryandto thewhcelCand 
sui)pork'd on f^aid rotarj' frame, substantially 
as described. 

439.395 RICHARD J. FLEISCHER, 

Tisch Mills. Wis., assignor of two-thirds 
to Anton Langenkamp and Charles Deder- 
ich, both of same place. Velocipede. 
Filed Mar. 21, 1890. Patented Oct. ^8, 
18<»0. SL-rial No. 344,707. (.No model.) 

My invention relates To velocipedes; and it 
consists in certain peculiarities of construc- 
tion, whereby the same are designed to be op- 
erated by electricity, as hereinafter set forth 
and subsenuently claimed. 

1. In a velocipede, the combiuation. \rith a- 



522 



ELECTRICITY 



frame or platform carrying forked pins or 
lu^, of a series of galvanic cells or generators 
and an electromotor on said frame or plat- 
form, a lever for varying the position of the 
brushes of said motor, a transvorso rod ex- 
tending across the tops of the cells and con- 
nected to the upper ends of one of the metal- 
lic plates in each cell, and flexible connec- 
tions connected to the ends of the rod and 
provided with enlargements or o!utcbes to en- 
gage the forked pins or lag9,8abstantially as 
set forth. 

2. In a velocipede, the combination, with 
the frame or platform and steering-wheel, of 
a fork or spanners straddling the latter and 
terminating in a vertical spindle having its 
bearing at the front end of said frame or plat- 
form, a step or bearing on the latter, a foot- 
lever pivoted thereto, having rear branches 
ending in stirrups or foot-r^sts, $nd a front 
arm provided with a vertical pin, a barsecnred 
at its front end to the top uf the said vertical 
spindle and having a slotted rear end in en- 
gagement with the said pin on the foot-lever, 
a hand-leverpivoted to said frame or platform, 
and a link pivoted to said hand-lever and to 
one, of the branches of the said foot-lever, 
substantially as set forth. 

3. In a velocipe<le, the combination, with a 
frame or platform and a seat rising therefrom, 
of asertes of galvaniccells or generators, and 
'an electric motor on said frame or platform, 
electrically connected, forked pins or lags 
projecting" from the said seat, a transverse 
rod extending across the tops of said cells and 
connected to the ^ppeI ends of one of the 
metallic plates in each cell, and cords, wires, 
or chains connected to the ends of said rod 
and provided with balls or other clutches at 
the proper distance apart for engagement 
with the said forked pins or lugs, substantially 
AS set forth. 

458,645. CHARLES E. EGAN, Colum- 
Ohio, assignor of thret-fourths to Vv'illiam 
H.,Weitzell. Logan, and J. F. Casey, Zanes- 
vilie, Ohio. Electric Motor. Filed Nov. 
28, 18^)0. Patented Aug. 25, 1891. Serial 
No. 872.943. (No model.) 
My invention relates to that class dt motors 
for running cnrs, \ chicles, or other convey- 
ances wherein a battery is used to generate the 
electric current; .and the objfectsof my inven- 
tion are to provide improved means for .stop- 
ping and starting and regulating the speed of 
motor-cars of this class, to provide for the re- 
versal of the motor, to so construct the bat- 
tery therefor as to admit of its being readily 
charged with the desired solution, to provide 
improved means for the discharge of said so 
lution from, said battery and for cleaning tin 
same, to so construct said apparatus as to pre- 
vent the wearing action of the battery-solu- 
tion upon the batterj* elements when the car 
is not in motion, and to construct said appa- 
ratus in such manner and of such form as to 
admit of its being easily con trolled and oper- 
ated and to produce and run the same at a 
low cost. These objects I attain in the man- 
ner illustrated in the accompanying drawings. 

1. In an electric-motor car, the combina- 
tion, with the car-body and a battery-tank 
supported therein, of feed-pipes t=, leading 
into said tank through the car-frame, and 
outlet-tubes e", of rnbber, leading from said 
tank, and means for closing and opening said 
tubes, as and for the purpose set forth. 

2. In an electric-motor car, the combina- 
tion, with the car-body, of a battery-tank sup- 
ported therein, feed-pipes e\ leading to said 
tank, outlet-tubes e'', leading from the bottom 
of said tank, and clamping-arm/, having one 
end hinged to the car-body and its remaining 
end adjustably supported by screw / fiom 
said body, said clamping-ann being adapted to 
close against the car-frame, subsiantially as 
described. 

464,244. MARK W. DEWEY, Syra- 
cuse, N. Y., assignor to the Dewey Cor- 
poration, same pk-ce. Electric Fire En- 
gine. Filed Feb. 9, 3891. Patented Dec 
1.1891. Serial No. 380,710. (No model 
"■My invention relates to certain improve- 
ments In eieetrically-prppelled vehicles and 
electric" fire-engiuos, and is similar in some 
respects to my invention set forth in my pat- 
ent. No. 44(j,703, dated February 17, 1891. 

■The object of my invention is to electri- 
cally propel an electric f^re-engiue to and 
from a fire, so that it will not be necessary to 
employ horses for this pnrposp and to save 
the time heretofrro lost in hitching them to 
the engine, as the electrically-propelled en- 
gine is always ready to start at the instant 
the alarm is sonndc(l, and does not consume 
any energy while not in use. 

Tho object of my invention also is to apply 
the necessary apparatus. to accomplish my 
invention to a (ire-engine having a rotary 
pump mounted thereon with its driving-shaf 



cxtenuing lengthwise of the vehicle or to an 
engine having a pump mounted and su])- 
ported upon the front part of the frame of 
the vehicle above the plane of the axis of the 
front axle. 

To this end my invention consists in the 
combination of a wheeled vehiole hiivin{^ Iwo 
axles and a frame, a pump fi.\ed to^the front 
part of the frame, a driving-shaft for said 
pump extending lengthwise of the vehicle, 
an electric motor supported upon tbe vehicle 
having its armatu;'e- shaft lo«er than the 
driving-shaft of the puinp and gearing be- 
tween. the said shafts. 

My invention consists, also, in the confbi na- 
tion of a wheeled vehicle having a frame, a 
pump fixed to the front part of the frame, an 
electric motor supported upon the vehicle 
having its armatiiro-sliaft disposed eccentri- 
cally'in relation to tl)0 axis of the punjp- 
siiaft, and suitable gearing between the two 
shafts. 

iMy invention consists, further^in the com- 
bination of a wheeled vehicle having a frame, 
i}, rotary pump fl.xed upon the front part of 
the fi'ame and having its driving-shaft ex- 
tending lengthwise of the vehicle.an electric 
motor supported upon the vehicle nearerthe 
rear axle, means to connect said motor either 
with the wheels of the vehicle to propel the 
same or with the pump, as desired; and ray in- 
vention consists, still farther, in certain other 
combinations of parts hereinafter described, 
and specifically set forth in the claims, 
- 5. In a lire-ongiue, the combinatiou of a 
wheeled vehicle having two axles and a frame, 
a pump lixcd to the front part of the frame, a 
(Iriving-shn ft for said pump, extending length- 
wise of the vehicle, an electric motor sup- 
ported upon the vehicle, having its armature- 
shaft lower than the driving-shaft of the 
pump, and gearing between the said shafts. 

2. In a fire-engine, the combination of a 
wheeled vehicle bavinjj two axles aiid a frame. 
a rotary pump lixcil lo the front pail of tin; 
frame, ;» driviiig-shaCl for said pump, cxtenil- 
iiig len.ullnviso of the vehicle, an electric mo- 
t<ir supporlcil upon the vehicle, having its ar- 
nmtnro-sIinfrc.Ntending lengthwise of the ve- 
hicle and parallel but lover than the driving 
shaft of the pinn[i, ami uoaiiiig bctwoou tho 
said sliafls. 

;i. Iji a tire otigine, tho combination of a 
wheeled vehicle having two axles and a frame, 
a pninp fixed to ihe frr.it part of the frame, a 
driving-shaft for&aid pump, extending ieuglh- 
wise of the vehicle, an electric motor sup- 
ported upon the vehicle, having its armature 
shaft below the plane of the axis of the rear 
axlu of the vehicle and lower than the driv- 
ing-shaft of the pump, and gearing between 
the said .shafli^. 

4. In a fire-eugine, llie combination oi a 
wheeled vchiclehavingtwoaxlesand aframe, 
a pump fixed to the front part of the frame, 
having its driving-shaft extending length- 
wise of the vehicle, an electric motor sup- 
ported upon the vehicle and connected with 
the pump, and meansforccnnecliiig said mo 
tor with the rear axloor the wiicels thereof lo 
drive tlie Vehicle. 

5. In a firc-en£>ino, the combinatiou of a 
wheeled vehicle having a frame, a pump fixed 
to the front part of the frame, an electric mo- 
tor supported upon the vehicle, having Its ar- 

nature-shaft disposed eccentrically in rela- 
t'on to the axis of the pump-shaft, and suit- 
able gearing between tlie two shafts. 

G. In a fire-engin.-, the combination of a 
wheeled vehicle having a frame, a pump fixed 
to the front part oC the frame, ai' electric mo- 
tor supported upon the vehicle, ha/ing its ar- 
mature-shaft dispospd eccentrically in rela- 
tirn to the axis of ihe pump-shaft, suitable 
gearing between the two shafts, and means 
for connecting said motor with tho rear axlo 
or ihe wheels thereof to d/ive the vehicle. 

7. Ill a fire-engine, the combinalion of a 
wheeled vehicle havingtwoaxlesand aframe, 
a pump fixed to the front part of the frame, a 
driving-shaft for said pump, ex tending length- 
wise of the vehicle, an electric- motor sup- 
ported upon the vehicle, having its armatore- 
sliaft below the plang of the axis of tho rear 
axle of the vehicle, gearing between the said 
shafts, and means for connecting said motor 
with the rear axle or the wheels thereof to 
drive the veh.'cle. 

8. The combination, in an electrically-pro- 
pelled vehicle, of ar electric motor mounted 
thereon, a mechanical connection between 
said motor and the axle of the vehicle con- 
taining a compensating gear in said connoc- 
lion to permit tl»u relative movement of the 
wheels, and a screw mounted directly ou an 
extension of the firmature-shaft to operate 
said gear. 

0. The conibination, in an electiically-pro- 
pelled vehicle, of an electric motor mounted 
thereon, having its armature-shaft at right 
angles to the drivirjg-axle, and a mechanical 
connection between the raotor-.^haft and the 
axle, and containing a competjsating gcfr 
-inminted UDon the central part of s.iid axle" 



to permit of the relative movement of the 
wheels carried by the said axle. 

10. In a fire-engine, the combination of a 
wheeled vehiclehayingaframe, a pump fixed 
to the front part of the 'rame, and an electric 
motor suspended below the rear axlo of the 
vehicle and connected to the pump. 

11. The combination, in an electrically-pro- 
pelled vehicle, of an electric motor mounted 
thereon, having its armature-shaft at right 
angles to the driviog-axle, a mechanical con- 
nection bctiyeen the motor-shaft and the axle, 
containing a compensating gear to permit of 
the relative movement of the wheels carried 
by the said axle, a battery on the vehicle 
above the rear axle, and cleerric connections 
between tjie battery and motor. 

];*. In a fire-engine, tb*: combination of a 
wheeled vehicle having two axlesand a frame, 
.1 pump fixed to the front part of the frame, 
a driving-shaft for said pump,- extending 
lengthwise of the vehicle, an electric motor 
supported upon the vel^icle, having its arma- 
t nre-shaft lower than the driving-shaft of the 
pump, gearing between the said shafts, a bat- 
tery on the vehicle above the rear axle, and 
electric connections between the battery and 
motor. 

13. In a fire-engine, the combination of a 
wheeled vehicle having a frame, a pump fixed 
to the front part of the frame, an electric mo- 
tor supported upon the vehicle, having its ar- 
mature-shaft disposed eccentrically in rela- 
tion to the axis of the pump-gthaft, suitable 
gearing between the two shafts, a battery oh 
the vehicle, and electric connections between 
the battery and motor. 

14. In a fire-engine, tho combination of a 
w heeled vehicle having t wo axles and a frame, 
a pump fi.Tcd to the frout part of the frame 
andhavingitsdriviog-Khaftextc-ndinglength- 
w isc of the v(iliicle,an electric molorscppo'rted 
u|x)n the vehicle and connected to the pump, 
means for i-onnecfing the said motor wiUi an 
axlo of the vehicle to drive the same, a bat- 
tery on the vehicle, and (jicctric conneetiooa 
between the oaltery and the motor. 

15. In a firo-engine, the combination of a 
wheeled vehicle ha vi ng two axles and a frame, 
a pump fixed to tho front .part of tho frame 
andhavingilsdriving-shaflextendinglength- 
wise of the vehicle, an electric motor supported 
upon UiQ vehicle, with its armature-shaft be- 
low the plane of the axis of the rear axle and 
connected to the pump, means fo:- connecting 
the said motor with an axle of the vehicle to 
drive the saoie, a battery on the vehicle above 
thesaid axle, arid electric connections between 
the batterj' and motor. 

16. In a fire-engine, the combination of a 
wheeled vehiclehavinga frame, a rotary pump 
fixed upon the front pari, of the frame and 
having its driving-shaft extend log lengthwise 
of the vehiole, an electric* motor supported 
upon the vehicle nearer the rear axle, means 
to connect said motor either witli the wheels 
of the vehicle lo propel the same or with the 
pump, as desired. 

17. In a fire-engine, the cfTnbi nation of a 
wheeled vehici**, an electric motor mounted 
upon the vehicle, having its armature-suaft 
below the plane of the axis of the wheels of 
the vehicle, and a suitable pnmponthe vehi- 
cle,connectcd with thesaid motor to be driven 
tbereb}'. 

18. In a fire-engine, the corabination of a 
wheeled vehicle, an electric motor mounted 
upon the vehicle, having its armatnre-shaft 
below the plane of Ihe axis of the wheels of 
the vehicle, and a pump mounted on the frame 
of the vehicle above the plane of the axis of 
the wheels and chnoectcHi tu the said motor 
to be driven thereby. 

464 245. MARK W. DEWEY, Syra- 
cuse, N. Y., assignor to the Dewey Cor- 
poration, same place. Electric Hose Car- 
riage. Filed Feb. 24, i891. Patented 
Dec. 1. 1891. Serial No. 382,517. (No 
model.) 

The object of my luveutioa is to electri- 
cally propel a hose-carriage to and from a fire, 
so that it will not; be necessary to employ 
horses for this purpose, to save time hereto- 
fore lost in hitching them to the carriage, al- 
lowing the carriage to bo started the instii-nt 
the alarm is soundod, and to provide a suit^ 
able ai d Cujcient hose-carriage for my electric 
fire-engine, patented February 17, 1801, No. 
4-10,703. 

'.rhe object of my invention -xlso is to oper- 
ate the bo;'e-reeI on the carriage electrically, 
preferably by tho propcUing-motoi', and to op- 
erate said reelwhoneverdesired, and whether 
the cjuniage is in motion or at rest. Uy doing 
this I am enabled to wind upon said reel a 
very long length of hose without uncoupling' 
or separating the hose into short lengths, a^ 
\(flui4l, and without dragging it over the rough 
pavomeats, thus saving timeand uunecess:iry 
wear upon tho hose. 
To this end my invention coKsi^tiv in the 



combination of a wheeled vehicle iiaviog two 
axles and a frame, a hose-reel moimted upon 
the framej and an electric motor supported 
upon the vehicle and oonnected witli the reel 
to revolve the same. 

My invention consists, also, in the corabiua- 
tion, in an electricall^'-propelied vehicle, of an 
electricnjotorniounted thereon and connected 
with the axle or wheels to propel the same, 
a secondary battery carried by the vehicle 
below tlie horizontal plane of the axis of the 
driving-wheels, and electric connections be- 
tween the battery and the motor. 

My invention consists, further, in thecoin- 
bination of a wheeled vehicle having two 
axles and a frame, an electric motor mounted 
thereon, a secondary battery carried by tlie 
vehicle, electric connections between the bat-' 
tery and the motorj a hose-reel mounted upon 
the frame having its axis above the horizon- 
tal plane of the axis of the wheels of the ve 
hide, and suitable means whereby the motor 
may propel the carriage or revolve the reel 
ttereou, or both. 

Wy invention consists, still further, in cer- 
tain other combinations of parts hereinafter 
described, and specifically set forth in the 
claims. 

1. The combination, in an electrically-pro 
pelied vehicle, of ao electric motor mounted 
thereon and connected with the axle or wheels 
to propel the same, a secondary battery car- 
ried by the vehicle below the horizontal plane 
of the axis of the driving-wheels, and electric 
connections between the batteiy and the 
motor. 

2. The combination, in an electrically-pro- 
polled vehicle having two axles and a frame, 
of an electric motor mounted thereon and con- 
neeted with tlie rear axle or wheels to propel 
the vehicle, a secondary batlery carried by 
the vehicle below the horizontal plane of tht 
axis of said wheels, and electric connections 
between the battery and the motor. 

3. In a hose-carriage, the combination of a 
wheeled vehicle havingtwoaxles and aframe 
a hose-reel mounted upon the frame, an clec 
trie motor supported upon the vehicle and 
connected with the reel to revolve the same, 
a battery mounted upon the frame of said ve- 
hicle, and electric connections between the 
battery and the motor. 

4. The combination, in an electrically-pro- 
pelled vehicle, of an electric rbotor mounted 
thereon and connected with the axle or wheels 
to propel the same, a secondary battery car- 
ried by the vehicle, electric connections be- 
tween the battery and the motor, and a hose- 
reel mounted upon the frame of the vehicle 
supporting the battery. 

6. The combination, in an electrically-pro- 
pelled Vehicle having two axles and a frame, 
of an electric motor mounted thereon and 
connected with thb rear axle or wheels to pro 
pel the vehicle, a secondary battery carried 
by the vehicle'^ below the horizontal plane of 
the axis of said wheels, electric connections 
between the battery and the motor, and a 
hose-reel mounted upon the frame of the ve- 
hicle above the said plane. 

6. In a hose-carriage, the combination of a 
wheeled vehicle having two axlesand a frame, 
an electric motor mounted thereon, a second- 
ary battery supported by the frame of the ve- 
hicle, electric connections between the bat- 
tery and the motor, a hose-reel mounted upon 
the frame of the vehicle supporting the bat- 
tery, and suitable means whereby the motor 
may propel the carriage or revolve the reel, 
or both. 

7. In a hose- carriage, the combination of a 
wheeled vehicle having two axles and a frame, 
an electric motor mounted thereon, a second- 
ary battery carried and supported by the 
vehicle, electric connections between the bat- 
tery andthe motor,a hose-reel mounted upon 
the frame of said vehicle, having its axis 
above the horizontal plane of the axis of the 
wheels of the vehicle, and suitable means 
whereby the motor may propel the carriage 
or revolve the reel thereon, or both. 

8. In a hose-carriage, the combination of a 
wheeled vehicle having two axles and a frame, 
an electric motor mounted thereon, a second- 
ary battery carried by the vehicle and sus- 
pended from the frame below the horizontal 
plane of the axis of the rear wheels, electric 
connections between the battery and themo- 
tor,a hose-reel mounted upon the frame, hav- 
ing its axis above the horizontal plane of the 
axis of the wheels of the vehicle, and suitable 
means whereby the motor may propel the 
carriage or revolve the reel thereon, or both. 

9. In a hose- carriage, the combination of a 
wheeled vehicle having two axles and a frame, 
an electric motor monnted thereon, a second- 
ary battery mounted upon the frame of the ve- 
hicle, electric connections between the bat- 
tery and the motor, a hose-reel mounted upon 
the frame above the batter3% having its axis 
above the horizontal plane of the axis of the 



ELECTRICITY. 

wheels of the vehicle and parallel to said axis, 
and suitable means whereby the motor may 
propel the carriage or revolve the reel thereon, 
or both. 

lu. In a hoae-carriage, the combination of a 
wheeled vehicle having two axles and a frame, 
an electric motor mounted thereon, a second- 
ary battery also supported thereon, electric 
connections between the battery and motor, 
a reel forwindiugand holding hose supported 
on said vehicle, and suitable means whereby 
the motor may propel the v*ehicle and oper- 
ate the reel simultaneously. 

11. In a hose-carriage, the combination of a 
wheeled vehicle having two axles and a frame, 
means con neeted to the front axle or wheel to 
steer the vehicle,aTeelfor winding and hold- 
ing the hose mounted tipon the frame, and 
an electric motor supported upon the vehicle 
and connected with the reel to operate the 
sanie. 

464,246. MARK W, DEWEY, Syra- 
cus<j, N. Y., assignor to the Dewey Cor- 
poration, same place. Electrically-Pro- 
pelled Vehicle. Filed Mar. 2. 189l'. Pat- 
tntcd Dec. 1, 1891. Serial No. 383,471. 
("No model.") 

The object ot my invention is to electri- 
cally guide or steer a self-propelled wheeled 
vehicle easily, accurately, and while being 
propelled at a high speed, and this without 
great exertion or rapid and long movements. 
The object of my invention, also, is to pro- 
vide moreefficient steering apparatus formy 
fire-engine patented February 17, 1891, No. 
440,703. 

Another object of my invention is to ob- 
tain tlie power necessary for guiding the car- 
riage from the propelling electric motor or 
from a motor in continuous operation with- 
out reversing its movement or changing its 
speed. 

To this end piy invention consists in the 
combination, with a ^yheeled vehicle having 
two axles and one of said axles adapted to 
turn on a vertical axis to steer or guide the 
vehicle, of a circular rack connected to the 
axle, ao electric motor mounted npon the ve- 
hicle, two loose pinions on a shaft geared to 
said rack and driven in opposite directions 
by the motor, a clutch between the pinions 
to clutch either pinion and to turn the shaft, 
and means to operate the clutch. 

Myinyention consists, alsoj i ithe combina- 
tion, with the steering axle or wheels of a ve- 
hicle, of an electric motor, a suitable clutch 
to connect the motor with the axle, electro- 
magnets in a circuit to operate the clutch, 
and a switch to control the -current in the 
circuit. 

My invention consists, further, in the com- 
bination, with the steering axle or wheels of 
an elect ricallycpropelled vehicle, of an elec- 
tric motor connected to, the said asie or wheels, 
and controUjng mechanism for said axle or 
wheels having movable parts, one of said 
parts adapted to be moved by hand and fho 
other part arranged to be moved by the mo- 
tor or steering-axle. 

My invention consists, still further, in cer- 
tain other combinations of parts hereinafter 
described, and specifically set forth in the 

nlainis, 

1. The combination, with a wheeled vehicle 
having two axlesand one of said axles adapted 
to turn on a vertical axis to steer or guide the 
vehicle, of a circalar rack connected to the 
axle, au electrio motor mounted upon the ve- 
hicle, two loose pinions on a shaft geared to 
said rack and driven in opposite directions 
by the motor,. a clutch between the pinions to 
clatch either pinion and to turn the shaft, and 
means to operate the clutch. 

3. The combination, with a wheeled vehicle 
having two axles and one of said axles adapted 
to turn on a vertical axis to steer or guide the 
vehicle, of a circular rack connected to the 
axle, an electric motor monnted upon the ve- 
hicle, two loose pinions on a shaft to ba op- 
erated by the motor relatively to each other, 
a clutch mounted on said shaft axially con- 
centric therewith and to turn the same, a me- 
chanical connection between the shaft and 
the .ack, and suitable means to tilutch either 
of said pinions, as desired. 

3. The combination, with a vehicle having 
an electric motor mechanically connected with 
an axle or wheels thereof to propel the same, 
of an axle adapted to turn on a vertical axis, 
wheels simultaneously driven in opposite di- 
rections by the motor, and a suitable clutch 
whereby either or both of said wheels may 
be clutched and connected to the latter axle, 
for the purpose described. 

4. The combination, with the steering axle 
or wheels of a vehicle, of an electric motor, a 
mecbauieal connection between the motor 
and said axle or wheels, a suitable clatch in 
said connection for tying the motor to and re- 
leasing it from said connection, eI©ctro-mag- 
netsin a circnit to operate the clutch, and a 

-switch to control the orrent in the circuit. 



523 

5. The combination, with the steering axle 
or wheels of a vehicle, of an electric motor, a 
suitable clutch to connect the motor with the 
axle, two electro-magnets in a circuit to oper- 
ate the clutch, and a switch whereby the cur- 
rent may be passed through either of said 
magnets independently of the other, 

6. The couiblnation, with the steering axle 
or ffheels of a wheeled vehicle, of an electrio 
motor connected to the said axle or wheels, 
an electric circuit, means in the circnit to 
control the movement of the axle, and a switch 
to control the movement of the said means 
and having parts adapted to move relatively 
to each other, one of said parts adapted to be 
operated by hand and the other part oper- 
ated hy the motor or axle, for the purpose de- 
scribed. 

7. The combination, with the steering axle 
or wheels of an electrically-propelled vehicle, 
of an electric motor to operate the said axle 
ov wheels, an electric circuit, means in the cir- 
cuit to control the direction of movement of 
the axle or wheels, and controlling mechan- 
ism for said means having movable parts, one 
of said parts adapted to be moved by hand 
and the other part arranged to be moved by 
the motor or steering-axle. 

8. The combination, with the steering axle 
or wheels of a wheeled vehicle, of an electrio 
motor connected to the said axle or wheels to 
turn the same on a vertical axis, a lever to 
control the movement of the axle, adapted to 
turn on a vertical axis, and means to cause 
the as-le to conform exactly or closely to the 
movements of the said lever. 

9. The combination^ with a wheeled ve- 
hicle having two axles and one of said axles 
adapted to turn on a vertical axis to steer or 
guide the vehicle, of acircular rack connected 
to the axle, an electrio motor mounted upon 
the vehicle, a battery on the vehicle in circuit 
with the motor, two loose pinious on a shaft 
geared to said rack and driven in opposite 
directions by the motor, a clutch between the 
pinions to clutch either pinion and to turn 
the shaft, and means to operate the clutch. 

10. Thecombination,with the steering axle 
or wheels of a vehicle, of an electric motor, a 
mechanical con-iection between the motorand 
said axle or wheels, a secondary battery lo 
supply current to the motor,a suitable clutch 
in said connection for tying the motor to and 
releasing it from said connection, electro- 
magnets in a circuit to operate the clutch, and 
a switch to control the current in the circuit. 

11. The combination, with the steering axle 
or wheels of au electrically-propelled vehicle, 
of an electric motor connected to the said 
Axle or wheels, a battery to supply current to 
the motor, an electric circuit, means in the 
circuit to control the movement of the axle, 
and controlling mechanism for said means 
having movable parts, one of said parts adapt- 
ed to be moved by hand and the other part 

■arranged to be moved by the motor or steer- 
ing-axle. 

12. Thecombination,withawheeled vehicle, 
of au electric motor mounted upon the back 
part of the vehicle, a front axle and w^ieels 
adapted to be rotated on a vertical axis in 
either or both directions, a frame for the 
vehicle shaped to allow the wheels to pass 
thereunder, a mechanical connection between 
the motor and axlo, arranged to allow the said 
wheels to pass thereunder and supported by 
the frame, and means to control the move- 
ment of said axle. 

13. Thecombination,with a wheeled viBhicle, 
of an electric motor mounted upon the back 
part of the vehicle and arranged to propel 
the same, a secondary battery on the vehicle 
to supply current to the motor, a front axle 
and wheels adapted to be rotated on a verti- 
cal axis in either or both directions, a frame 
for the vehicle shaped to allow the wheels to 
pass thereunder, a mechanical connection be- 
tween the motor and axle, arranged to allow 
the said wheels to pass thereunder and sup- 
ported by the frame, and means to control the 
movement of said axle. 

14. The combination, with the steering axle 
or wheels of a wheeled vehicle, of an electric 
motor to operate said axle or wheels, mechan- 
ism adapted to be moved by hand, and regu- 
lating apparatus for said axle or wheels af- 
fected by the movements both of the axle or 
wheels and said hand mechanism, whereby 
variations in the relative direction of move- 
ment of said axle or wheels and said hand 
mechanism produce variationsinthedirection 
of movement of the axle or wheels. 

15. The combination, with the steering-axle 
of a wheeled vehicle, of an electrio motor to 
cramp said axle, a lever adapted to be moved 
by hand, an electric circuit, a contact carried 
by said lever and connected with said electrio 
circuit, and terminals for said circuit, adapted 
to be moved with the axle by the motor and to 
bear on said contact, whereby when said ter- 
minals are removed from said contact the olr* 

puit is broken and the movement of said axle 
is stopped. 

16. Theoombiimtion,with thestcoring-axle- 



524 



of a wheeled vehicle, of nn electric motor to 
cramp said axle in either or both directions, 
a rotitingbody adapted to be moved by hand, 
a contact carried b}- said rotaling body, be- 
tween which a eifcnit to the motor is com- 
pleted, and terminals for said circuit carried 
by the steering-axle and adapted to bear on 
said contact, whereby the reversnl of the 
inovoTnout of said rotating body changes the 
direction or path of the current and the di- 
rection of movement of said axle. 

464,248 MARK W. DEWEY, .Syra- 
cuse, N. Y., assignor to the Dewey Cor 
poration. same place. Electrical!v-Pro- 
pelied Vehicle. Filed Mar. J3, !N"I. Pat- 
ented Dec. 1, 1891. Serial No. .3Ho,')7l. 
(No model.) 

My invention relates to electric-motor meoh- 
anism for electrically-propelled vehicles, and 
especially those vehicles having wheels on 
opposite sides thereof adapted to turn rela- 
tively to each other to facilitate in turning 
corners. 

The objects of my invention are to dispense 
with a compensating gear for the purpose of 
allowiog a relative raovemont of the wheels 
on opposite sides of a vehicle, and to propel 
a vehicle bj' an electric motor mounted upon 
an axle thereof and having parts adapted to 
I'otate in opposite directions. 

To this end my invention consists in the 
combination, with wheels oh opposite sides 
of the vehicle adapted to turn relatively' to 
each other, of an electric motor having its 
armature and field-magnet adapted to rotate 
in opposite directions and each connected in- 
dependently with the said wheels. 

M}' invention consists, also, in the combi- 
nation, with an axle divided in two parts t 
turn relatively to each other, of an electric 
motor having its armature and field-magnet 
adapted to rotate in opposite directions, the 
said field-magnet being connected t-o and ar- 
ranged to communicate motion to one part 
of the axle, and the said armature being con- 
nected to and adapted to communicate mo- 
tion to the other part of the axle and in the 
same direction as the, first-mentioned parts; 
and my invention consists^further, in certain 
other arrangements and. combinations of 
parts hereinafter described, and specifically 
3ftb forth in thR claims. 

I preferto employ two pinions Jondiamet- 
ricallj' opposite sides of the gear-wheel g, as 
by this arrangement side-thrust upon the 
axle is obviated 

Having described my invention, what I 
claim ap new.and desire to secat-e by TjCttera 

1. In an elcctricaily-propelled vehicle, the 
combination, with wheels on opposite sidesof 
the vehicle adapted to turn relatively to each 
other, of an electric motor having its arma- 
ture and field-magnet adapted to rotate in 
opposite directions and each connected inde- 
pendently with the said wheels. 

2. In an electrically-propelled vehicle, tl-e 
combination, with wheels on opposite sides of 
the vehicle adapted to turn relatively to each 
other, of an electric motor having its arma- 
ture and fieid-magnet adapted to rotate in 
opposite directions, the said field-magnet 
being geared to and arranged to communi- 
cate rotation to one wheel, and the said ar- 
mature being geared to and -adapted to com- 
municate rotation to the other wheel, sub- 
stantially as described. 

3. In an, electrically-propelled vehicle, the 
combination, with an axle thereof divided in 
two parts to turn relatively to each other, of 
an electric motor having its armature and 
field-magnet adapted to rotate in opposite di- 
rections, the said field -magnet being con- 
nected to and arranged to'eommunicato mo- 
tion to one part of theaxle,audth6 said arma- 
ture being connected to and adapted to com- 
municate motion to theother part of the axle 
and in the same direction as the fii'st-nien- 
tioned part. 

4. In an elect ricaliy-prupelled vehicle, the 
combfnation, with wheels on opposite sidesof 
the vehicle adapted to turn relatively to each 
other, of an electric motor liavlng two inde- 
pendently-movable parts and each connected 
with the .said wheels. 

5. In an elect ricallj'-propelled vehicle, the 
combination, with the running-gear thereof 
having two axles, one of which is adapted to - 
turn upon a vertical axis and the other sta- 
tionary, of an electric motor having its arma- 
ture and neld-magnet adapted to rotate in op- 
posite directions and each independently con- 
nected to the stationary axle of the vehicle. 

(j. Ill an eleetrically-propellcd vehicle, the 
combination, with the running-gear thereof 
taving wheels on opposite sides adapted to 
turn relatively to each other, of an electric 
motor having its armature and field-magnet 
adapted to rotate in opposite directions and 
each indepciidenily connected to the run- 
ning-gear of tlie vehicle, and a secondary bat- 
tery supported by ^ftidgearto supply current 
to thoinotor. 

7. In an electrically-propelled vehicle, the 



ELECTRICirV. 



combination, with an axle, wheels carried by 
said atle, adapted to rotate relatively to each 
other, of an electric motor having its arma- 
ture and field magnet adapted to rotate in op- 
posite directions and mo'^nted upon said axle 
and each connected independently with the 
wheels of said axle. 

8. In an electrically-propelled vehicle, the 
combination, with an axle, wheels carried l>y 
said axle, adapted to rotate relatively to each 
other, of an electric motor having two Inde- 
pendently-rotatable parts mounted upon said 
axle and each connected to the said wheels, 
substantially as described. 

'J. In an electrically-propelled vehicle, the 
combination, with an axle, wheels earriocj by 
said axle, adapted to rotate relatively to each 
other, of an electric motor having its ar.ma- 
ture and field-magnet adapted to rotate in 
opposite directions and mounted upon said 
axle, and one of the parts of said motor fixed 
to one of said wheels and the other part con- 
nected to the other wheel through gearing to 
rotate both wheels in the same direction, as 
and for the purpose described. 

470,841. DUTTON MADDEN, Mechan- 
icsburg, Pa. Wheeled Conveyance. 

Filed Oct 23, 1891. Patented Mar. 15, 
1892. Serial No. 409,584. C No model.) 

1. The wheeled vehicle described, compris- 
ing the traveling wheels, the guide sheaves or 
roUei-s sustained thereon and the body or 
frame supported on said sheaves or rollers, 
the drive-wheel engaging the traveling wheels 
and carrying belt-pulleys and also bearing in 
the frame, the endless belts or chains and a 
suitable luotor-power for driving the same, 
the balance-wheels arranged at opposite ends 
in the longitudical center of the fraine, the 
brake-wheels, the cranked shaft carrying said 
wheels and journaled in the frame, the piv- 
oted hand-lever, and the rod connecting said 
lever with the crank-shaft, substantially as 
specified. 

2. The wheeled vehicle having the travel- 
ing wheels, in combination with the guide 
sheaves or rollers embracing said traveling 
wheels, the body or frame supported on said 
sheaves, the drive-wheel engaging the travel- 
ing wheels and carrying belt-pulleys and also 
bearing in the frame, the endless belt or 
chains, a suitable motor for driving the same, 
and the balance-whrels arranged at opposite 
end.s of the main frame, all adapted to oper- 
ate substantially as specified. 

473,871. FULTON GARDNER, Chi- 
cago, III. Electrically-Propelled Vehi- 
cle. Filed Aug. 31, 1891. Patented Apr. 
26. i89i. Serial No. 404,279. (No mod- 
el.) 

As Is well known, electric motors are used 
to a greater or less extent for propelling tri- 
py^les and other vehicles. Some form of stor- 
age-battery may be used to supply the elec- 
tricity necessary to operate these motors and 
drive the vehicle. These batteries are usually 
of such size as to render it difficult to place 
thLembeneaththoseat, and, furthermore, when 
so placed theyconstitviteadead and uneven- 
ly-distributed load that has to be carried by 
the vehicle. 

The object of my invention is to construct 
a tricycle or other vehicle adapted to b6,dri veu 
"by an electric motor in which these storage- 
batteries shall be placed at various points 
around one or more of the wheels of the ve- 
hicle or in the tire thereof. By mean's of this 
construction I distribute the load more uni- 
formly and in such manner as to offer the least 
possible resistance to propelling the'vehicle, 
a wheel so constructed being of substantially 
uniform weight and operating somewhat after 
the manner of a fly-wheel; and my invention 
consists in the features and details of con- 
struction hereinafter described and claimed. 

1. A wheel for e.lectrically-propelled vehi- 
cles, carrying a storage-battery thecells where- 
of are arranged atsuitable points around such 
wheel, whereby a more uniform distribution 
of the load is- obtained, substantially as de- 
scribed. 

2. A v/heel for electrically-propelled vehi- 
cles, carrying a storage-battery, the cells of 
such battery being socnred to the wheel at 
points eq.aidistant from the center thereof, 
substantially as described. 

3. A wheel for electrically-propelled vehi- 
cles, having a storage-battery contained in the 
tire thereof, substantially as described. 

4. The combination of a vehicle, a motor to 
propel the same, a storage-battery the cells 
whereof are secured to one or more of the 

wheels of the vehicle, and connections be- 
tween such battery and the motor, substan- 
tially as described. 

5. A wheel for electrically-propelled vehi- 
cles, carrying a storage -battery, the cells of 
such battery being contained within the tir© 
of the wheel, substantially as described. 



G. The combination of a vehicle, a motor to' 
propel the same, a storage-battery contained 
in the tiro of one or more of the wheels of 
the vehicle, and connections between such 
battery and the motor, substantially as de- 
scribed. 

500,022. JOHN W. MOAKLER, Den- 
ver, Colo, assignor of one-half to Horace 
E. Hcnwood, Kansas City, Mo. Electric 
Road-Vehicle. IMlcd Apr. lo, U.92. Pat- 
ented June 20, 180.3. Serial Nc 429,506. 
(No model.; 

The object of my invention is to p ovide an 
improved road vehicle, or a locomotive for 
drawing cars, or other propelled vehicle, the- 
said.- vehicle being adapted to be propelled 
by electrical energy 3ni)plied by storage bat- 
teries or other generator of electricity. 

An important feature of my invention is 
the connecting of the worm directly to the 
armature shaft which saves power and sim- 
plifies the cou^^-tnictton. 
' 1. The combination with the vehicle body, 
the rear axle having two sprocket wheels'Ci' 
G^ and springs interposed between the axle 
and body; of an electric motor D fixed to the 
bottom of the vehicle body; the worm wheel 
F with sprocket wheels G G arranged upon 
opposite sides thereof; a supporting frame I 
r connected to the bottom of the vehicle 
botl3'; the screw or worm E fixed directly upon 
the'armature shaft, journaled in the frame I 
r.and mashing with the wheel F; and the two 
chain belts H fl connecting the two sprocket 
wheels G with the two sprocket wheels G^ 
substantially asand for the purposedescribed. 
2. The combinatidn of the vehicle body 
having battery 0, "and regulator with switch 
a, the electric motor D, the worm E fixed to 
the motor armature, the frame I I' P con- 
nected to. the bottom of the vehicle body and 
snstaining the motor and worm, the worm 
wheel F,and the sprocket gears and belt G Gr'' 
H,"siibstahtiaily as shown and described. 

612,327. JAfVIES H. ROGERS and 
WILLARD FRACKER, Washington, D. 
C. Electrically - Propelled Vehicle, 

Filed Jan. 31. 1893. Patented Jan. 9, 

1894. Serial No. 460,418. . (No model.) 

This invention relates to certain new and 
useful improvements in electric -motors for 
propelling vehicles, and it has for its object 
to provide means for propelling vehicles by 
electricity, beingdesigned more especially for 
those of a light character, such as are adapt- 
ed for carrying one or two persons. 

In perfecting our invention we have sought 
to make the counections'betw'een the motor 
and the driving-wheels as direct as possible, 
so as to secure both simplicity of structure 
and the utilization of the full e£B.ciency of 
the motor. We have also had in view the pro- 
duction of a device adapted for use in connec- 
tion with vehicles in common use, such for 
instance, as tricycles, without necessitating 
the strengthening of the parts of the vehicle 
by reason of the additional weight of the mo- 
torand its accompaniments. Ithasbeenour 
further aim to make the task of changing the 
batteries as convenient as possible. 

Other features and advantages will herein- 
after appear; those named being regarded as 
of the greater importance. 

With the above ends in view, ourinventipn 
consists in the electric-motor adapted for pro- 
pelling vehicles, and in the novel construc- 
tion, combination andadaptationof parts, all 
as more fully hereinafter described, shown in 
the accompanying drawings and then specifi- 
.cally defined in the appended claims. 

It will be seen that by our invention wb 
provide a simple and efficient motor, which 
will be admirably adapted for propelling light 
conveyances, such as tricycles. It is especi- 
ally adapted for nse in the postal service in 
propelling light vehicles snch as are employed 
in collecting and deli very of mails, in cities. 
Itseraployment involves nospecialadaptatfon 
of the vehicle to be propelled, either for its 
connection therewith or by reason of in- 
creased weight, as the weight is largely borne 
by the wheels D. When the battery is to be 
recharged, it is simply necessary to discon- 
nect the hook h and the entire machine is in 
convenient condition for handlinsr. 

1. In combination with a frame provided 
with a hook by which it is adapted to be de- 
tachably connected at its front end to the 
front wheels of a vehicle, the battery carried 
thereby, the wheels at the rear end of the 
frame, and the motor geared to said wheels, 
substantially as specified. 

2. In combination with an electric motor, 
a battery divided into sections, a switch-plate 
connected with each pole of each of said sec- 
tions, the two insulated contacts connected' 
with the motor each of which is adapted to 
close the circuit with"*he switch plates from ' 



ELEOTRICITY- 



525 



like poles, and the two electrically coooected 
contacts to close the circuit with two plates 
from opposite poles, sab3tantially as de- 
scribed. 

513,859. CARL G. ANDERSON, Lynn. 
Mass. Electrically - Propelled Drive- 
Wheel. Filed Sept. 1, 1892. Patentod 
Jan. 30.^1894. • Serial No. 444,790. (N 
model.) 

This improved electric driving wheel is ap 
plieable to vehicles of any desired constrac 
tion or it may be used as an electric drivin*. 
mechanisn^ for propelling vehicles or for con 
veying power and motion for mechanical pnr 
poses other than vehicles as may be desired 
without departing from the spirit of my in- 
vention. 

1. In an electric driving wheel, the combi- 
nation with the shafts B, H, npon which said 
wheel is loosely mounted, of a stationary elec- 
tric-motor arranged within the wheel and se- 
cured to the shafts, and, intermediate gearing 
connecting the motor and wheel whereby a 
rotary motion is imparted to the latter, sub- 
stantially as described. 

2. In an electric driving wheel, the combi- 
nation with the stationary hollow shafts B, B, 
upon which said wheel is loosely mounted, of 
a stationary electro-motor arranged within 
and inclosed by the wheel, gearing interme- 
diate the wheel and motor, consisting of a gear 
ring/', secured to the wheel, and a pinion e', 
mounted upon the armature shaft and receiv- 
ing power therefrom, said pinion adapted to 
mesh with thegear-ring whereby a rotary mo- 
tion is imparted'to the wheel, substantially 
as described. 

3. In an electric driving wheel, the combi- 
nation with the frame A, of a vehicle or other 
device, of the hollow stationary shafts B, B, 
secured to said frame.awheel looselymonnt- 
ed on the shafts, a stationary electro-motoi 
(inclosed within ^he wheel, and secured to the 
shafts, a pinion e', carried by the armature 
shaftof said motor, and a gear-ring/', mount- 
ed on the rim of the wheel, said pinion mesh- 
ing with the gear-ring whereby the wheel is 
caused to revolve, substantially as, and in tht 
manner set forth. 

523,354. EMIL E. KELLER, Chicago, 
111. Etectricafly-Propelled Perambula- 
tor. Filed Apr. 20, 1892. Patented Jul} 
24,1894, Serial No. 429,895. (No mod 
el.) 

My invention relates to electric perambula- 
tors, and has for its object (o provide conven- 
ent means whereby electricity as a motive 
oower may be applied to perambulators such 
.13 are useful for moving persons about 
through a building, exposition, or the like, as 
well as on the street. The improvements here 
shown are capable of much wider application, 
though I have especially designed them for 
the purpose suggested. 

In a perambulator, the combination of a 
frame and wheels, with an axle, a worm wheel 
on such axle, a case for such worm wheel, and 
a support for such case, ccJnsisting of two 
part^ on the axle, a large aperture collar about 
the same, two disk shaped plates at the ends 
thereof, and anti-friction rollers between the 
disk shaded plates and the parts on the axle. 

632,016. HENRYC. BAKER and JOHN 
R. ELBERG, Kansas City, Mo. Elec- 
trically-Propelled Vehicle. Filed Apr. 
6, 1894. Patented June 8, 18b5. Serial 
No. 506,531. (No model.) 
Our invention relates to electrically pro- 
pelled vehicles, and it consists in certain pe- 
culiar and novel features of construction and 
combinations of parts, as will be hereinafter 
described and claimed, and the object of the 
invention is to produce, in combination with 
a light vehicle of any character or type, and 
an electric motor carried thereby, a mechan- 
ism which, deriving its motion from the mo- 
tor, propels the vehicle at any suitable speed 
and with the least possible noise. 

A further object of the invention is to pro- 
duce a vehicle of this character which is sim- 
ple, strong, and inexpensive of construction, 
and which may be thrown in and out of gear 
with the motor at .will. 

1. Ac electrically propelled vehicle, com- 
prising a wheeled frame, a motor carried 
thereby, a bracket carried by the rear axle of 
said frame, a spring carried by said bracket, 
a motor yieldingly supported upon said 
spring, .Hnd electrically connected to the bat- 
tery, small friction- wheels mounted upon the 
motor-shaft, and large friction-wheels carried 
rigidly by the wheek of the frame journaled 
loosely upon the said axle, substantially as 
set forth. 

2. An electrically propelled vehicle, com- 
prising a wheeled frame, a bracket carried by 
the rear axle of said wheeled frame, a spring- 



carried by »am uiauicct, a battery located in ' 
the body of the vehicle, a motor mounted 
upon said spring and between the arms of 
said bracket, and electrically connected to 
said battery, friction-wheels mounted upon 
the shaft of the motor, and friction-wheels 
carried by the wheels of said axle, sorew- 
threadod standards supported upon said axle, 
lift-screws engaging the same, bearing-boxes 
carried by said lift-sciews and engaging the 
motor-shaft near its opposite ends, arms 
mounted rigidly upon sai'l lift-screws, and 
means to operate the J'ame so that the mocor- 
shaf twill be raised or lowered, substantially 
as set forth. 

541,001. HENRY G. MORRIS and PE- 
DRO G. SALOM, Philadelphia, Pa. 
Electric Carriage. Filed Jan. 19, 1895. 
Patented June 11. 1895. Serial No. 
535.545, (No model. 1 
One object of oor invention is to so con- 
struct an electric carriage, that while the mo- 
tor is positively and r=^idly geared to the driv- 
ing wheels or axle, the frame carrying the 
motor is elastically supported at the front 
end. Hence the motor is relieved in great 
measure from the jar of traveling over rough 
roads, t)ie body t#f the carriage being elasti- 
cnlly supported at both ends. 

A further object of the invention is to pro- 
vi'ie for the complete coutrui of the carriage 
by the operator at all timet and the ready re- 
versal of the direction of movement. 

Our invention also relates to a special con- 
struction of the frauje of the carriage, as fully 
described hereinafter. 

1. The combina-tion in an. electric carriage, 
of the rear axle, the driving wheels tliftreoD, 
the front axle and. wheel's, a frame ailaofaed 
to the rear axle, a ring section on the front of 
the frame, springs on the front axle, a ring 
section carried by said springs, a body at- 
tached totheframeattlieforwHrd end, springs 
mounted between the frame and body at the 
rear, an electric motor c;'.rried by the frame, 
an intermediate shaft mounted in bearings 
00 the frame, pinions on the said shaft And 
gear wheels ou the driviuf: wheel meshing 
with the pinions, and equalizing gearing be- 
tween the motor shaft and the intermediatej 
bhaft, substantially iis described. 

2. The combination in an electric carringe, 
of (he rear axle, diiving wheels thereon, n 
frame D, a motor on said frame, gearing bb- 
iween the motor and the drivingwheel,a ring 
carried by the frnmo at the front, the front 
axle and wheels, springs on the front axle, a 
rfug carried by said, springs, ball.s between 
the ring carried by the front axle and thn 
"ring carried by the frame, clips retaining the 
ring in place, a body attached directly to the 
frame at the front end, and mounted ou 
springs at the rear end, said body being 
adapted to receive the storage battery, sub- 
stantially as described. 

3. The combination in an electric carriage, 
the rear axle, driving wheels thereon, the front 
axle and the wheels, a frame attached to the 
rear axle, a ring secured to the front of the 
frame, springs on the frcit axle, a ring car- 
ried by sai<l springs and aligning with the 
ring on the frame, clips for securing the rings 
tosethei", the body secured to the fiont end of 
the-frame, springs on which the rea'r end of 
the body is moubtod, a controller inonoted oil 
the front of the body, an inclined shaft ex- 
tending from the controller and a handle on 
said shaft, a vertical steering shaft geared to 
the ring of the front axle, substantially as 
specified. 

4. Th^ coiobiuHlion in an eiectric carriage, 
of the frame, the body mounted above the 
frame, the rear axle, the wheeU front axle 
and wheels, riug section carried hy the front 
axle and a ring section carried by the frame, 
a toothed segment on thelowerring, a vertical 
shaft, pinion thereon meshing with the seg- 
ment, means for turniug said sliaft nod an 
electric motor carried by the frame and geared 
to the rear wheels, a controller having an in- 
clined shaft, H bearing on the verlical steer- 
ing shaft for the inclined controller shafr, 
and a band wheel for said shaft,substantially 
as described. 

547,441. HOSEA W. LIBBEY, Boston, 
Mass. Electric Bic/cle. Filed Oct. 9, 
1894. Patented Oct. 8, U95. Serial No. 
525,360. fNo model.') 
The invention consi-sts of a front wheel and 
I rear steering-wheel, having a double tread, 
connected together by a suitable framework, 
o which frame, between the wheels, is secure 
in electric battery and below the same an 
olectric motor which drivesacross-shaft hav- 
ing a crank on each end, which cranks are 
connected by pitmen to the cranks on the axle 
of the front wheel, as hereinafter fully de- 
scribed, and pointed out in the claims. 

It will be seen that by this construction the 
vehicle is as compact as an ordinary bicycle, 
the battery and motor being within the loop 



of the frame, and by the employmentof a rear 
wheel liaving a duulile tread three poiuts of 
rest are obtained, so that the veliicle will main- 
tain a vortical position, and by employing a 
battery of the construction described all the 
objectionable features of a liquid battery are 

obviated by the liquid being held in the ab- 
sorbent material. The battery and motor 
should be inclosed in a light iron casing to 
keep dust and dirt from them; but I have not 
shown this casing, as it would conceal the 
parts. 

1. A bicycle consisting of a iront driving 
wheel and a rear double tread steering wheel 
connected together by a loop frame, an e\pc- 
tric battery and an electric motor secured to 
said frame between the wheels, the motor be- 
ing under tho battery and gears, cranks and 
connecting rods to transmit motion tocranks 
on theaxleof the driving wheelsubstantially 
as set forth. 

2. In a bicycle the combination with a frame 
of an electric battery and an electric motor 
secured to said frame, alongitudioal tubeex- 
lending from the front to the rear fork and 
"forming a tank to hold exciting fluid for the 
battery substantially as set forth. 

3. In a bicycle the combination with a frame 
of an electric battery and an electric motor 
secured to said frame a longitudinal tube ex- 
tending from the front to the rear fork for 
holding the exciting fluid for the battery, an 
electric controlling device, suitable connec- 
tions between the batter}', motor and con- 
trolling device and suitable mechaniem for 
transmitting mbtion from the motor to tho 
driving wheel substantially as set forth. 

552,271. OGDEN BOLTON, JR., Can- 
ton, Ohio. Electric Bicycle. Filed Sept. 
19, 1895. PatL-nted Dec. 31, 1895. Serial 
No. 563.U()2. (No model.) 
My iiivi-nliun relates to an improvementiu 
olcc'trie Iiic-yolos: and it consists in, first, a 
ix'vulviiig armature carried by the wlieel, tho 
ndd-niagnut. and the operating parts in- 
closed within an outer ring, and side plates 
which pi'oloi't Iho parts from moisture and 
dirt; second, the hollow axle, the rods em- 
bedded in insulating material placed therein, 
and the comluctiiig-wires secured to the inner 
and outer ends of tho rods; third, the battery, 
the rheostat placed upon tlic handle-bar, Ihe 
bearing-.surfaccs upon the post, the contact- 
points and the coiuliicting-wires which edn- 
nectthe parts, all of which will bomorofuiiy 
described hcrciiiaitor. 

The objects of my invention are to secure 
the annature to Ihe plates which not oul3-in- 
vlo^o the operating parts, but have a portion 
of the ball-bearings connected to their inner 
edges, to inclose all of the operating pai-tsso 
tjiattliey are protected both from the weather 
andinjui-y, and to secure the inner ends of the 
spokes to the ring which incloses the arma- 
turr^ 

1. An inclosing ring, to which the inner 
ends of the spokes are secured, combined 
with the side plates which are secured to the 
ring at their outer edges, and which protect 
the operating parts from dust and dirt, sub- 
stantially as shown. 

'2. The flanged rlugto which theiuifcrends 
of the spokes are secured, combined \vith 
the side plates A\hieh are secured at their 
outer edges to the flanges, and which plates 
have secnredat theirinneredges aporlinn of 
the ballbearings, substantially as described. 

3. The hollow shaft, the rods insulated 
therein, andhavingthe wires connected there- 
to, the field magnet secured to tlie sliaft, tho 
supporting plates F, carrying a portion of the 
ball bearings, and pl•o^'ided at their inner 
edges with a hub for the commutator; and the 
inclosing ring E, secured to the outer ends of 
the supporting plates, combined with the ar- 
mature, the castings applied to its opposite 
ends, the spokes, and the pneumatic tire, sub- 
stantially as shown. 

4. lu a bicycle, the battery suspended from 
the frame, a'wire extending from one of its 
poles, the insulated bearing surfaces upon 
the post, the rheostat upon the handle bar, 
th^ contact points which bear against the in- 
sulating surfaces, and connecting wires, com- 
bined with the wire C which extends from 
the otherpole of the battery, the supports to 
which the contacts are secured, and the \vire 
P, substantially as specified. 

5. llie armature composed of a series of 
thin plates 31 suitably wound, the eastings 
M' held against the outside faces of said ar- 
mature, projections about the circumference 
of said castings, combined with the ring E and 
supjiorting platesand means for holding said 
olates to the castings and armature, sub- 
stantially as shown and described. 

G. In combination with the hollow shaft, 
the insulating material U' cari-ied therein, a 
partition G', th^rods A' andD', the wires P 
and C haA'incr eyes designed to be held over- 



526. 

iho C'lmtmclcd oikIs <»f said rods, couibinotl 
with the wiroKH'aiid I', suhstanlially as and 
Tor tIiei)nvpi>so set forth. 

564,584. CHARLES H. BARROWS, 

Willimantic. Conn. Motor - Vehicle. 

I'iled July 0. W5. Patented July 28, 

ISMo Serial No. 555.154. (No model."! 

My iuvotitiou relates to improvemeulK in 
motor-veliicles, and the object in view is to 
provide a simple, light, and substantial con- 
struetion in which the parts are compactly 
arranged in a manner to apply power to the 
front wheel, which is also the stcerin{<-wheel, 
of the vehicle. 

In tlie preferred enibodi inent of the present 
invention .the vehicle is a, tricycle with a main 
carrying-frame equipped with ojie or more 
tjeats for the accoMiinodation of the rider or 
rideiTs and with receptacles for the electrical 
storage battery or batteries wliich furnisli the 
energy for the motor. To tlie main frame are 
connected independent foj-ked bars, and in 
each forked bur, of which there are two, is 
fitted one of the rear carrying-wheels, the 
short axle of said wh?el being jonrnalcd in 
bearings provided tlierefor in the forked bar, 
whereby the rear wheels are independently 
journaled in separate forked bars attached to 
the main frame. At the Xront end of the main . 
frame is a fixed tubular, head, in Which is 
fitted an upright steering-spindle, the upper 
end of said spindle liaving a handle-bar and 
the lower part of the spindle-being bifurcated 
to accommodate llie single front wheel of the 
vehicle. Tliis front wheel is peculiarly con- 
structed to render it available for service as 
the propelling-wheel for the vehicle in addi- 
tion to serving as the steering-wheel for the 
guidance of the machine. Said wlieel consists 
of a single hub, two parallel rims spaced a 
suitable distance from each other and having 
their spokes arranged alternately or in stflg- 
gered relation to one another and said, apokes 
rigidly imit«d to the hub, suitable tires on the 
two rims, and a large driving sprocket-wheel 
arranged between the spaced rims and suit- 
a.bly united thereto, preferably by fastening 
.the sprocket-wheel to the spokes of said par- 
allel rims by means of clips, the wliolc bein;^ 
substantially built up. 

The diameter of the sprookel-wlicel is con- 
siderably less than the diameter of the luo 
spaced rims, and said sprocket-wheel is se- 
cured to the spokes of the rims within the 
inner edges of the said rims to leave ;innulMr 
open spaces between the inner edges of ihe 
rims and the outer edges of the sprocket- 
wheel, through wliich spaces may be dis- 
charged any dii-t, snow, ttc, which uiay nc- 
cumulale in the annular groove of (lie front 
wheel, whereby the front wheel is jirevented 
from clogging to interfere with the ad ion of 
the spi'ocket^chain. 

My improved-vehicle ise<iuipped with an 
electric motor, which is carried ov rigidly 
mounted on the head ov upper cikI of the 
steering- fork, so thftt the motor will he ad- 
justed with and, partaVe of the adjustment. 
of the steering-fork and the front wheel, in 
order to keep the motor-shaft in parallel re 
lation to the action of said front wlu*cl. This 
motor is a twin motor, with two sets of pole- 
pieces or field-magnets, two armatures, and a 
single shaft, and between these field-magnets 
and armatures is arranged a small si>rocket- 
wheel, which is rigid with the motor-shaft. 
TJie emplopnent of a twin motor enables me 
to mount it on the steering-head of the vehi- 
cle in a manner to balance itself so that the 
weight is equally distributed on both sides 
of the steering-head, a,nd said twin motor also 
provides means for gearing the motor-sliaft 
direct to. the frwit wheel of tlie A'ehiele, there- 
by dispensing with a multiplicity of gearing 
between the motor-shaft and the front wlieel. 
Iliis motor and the front wheel are geared 
together by an endless sprocket-chain, which 
engages with tlie small and large sprockets 
secured to the motor-shaft and the fronj 
wheel, respectively, and by thus directly 
ge.'iring the motor and' front wheel together 
I am able to exert great leverage on the front 
H'heel or transmit thereto nearly all of, the 
power of the motor, besides reducing the high 
speed of the motor-shaft to the proper speed 
for a vehicle designed to carry one oi* more 
peraons over roads or streets. 

My improved veliicfe also includes certain 
novel combinations of devices and peculiar 
construction and aiTangementof parts, which 

will be hereinafter more fully described and 
claimed. 

1. In a motor-vehicle, the combination with 
a steering-spindle, and a steering and driv- 
ing wheel carried by said spindle, of a rotary 
twin electric motor mounted on the spindle 
to have its weight distributed equally on op- 
posite bides thereof, and direct gear connec- 
tions between the motor-shaft and said driv- 
ing-wheel, substantially as and for the pnr- 
"posesdeaeribed. 



ELECTRICITY 



2. In a motor-A'ehicle, the .combination with 
a tsteeririg-spindle, of a front wheel fiaving a 
driving-rira within the divided tread of the 
wheel, of a t\N in electric motor balanced on 
the steering-spindle and having a driving- 
Iiinion secured fo its shaft between the di- 
vided Jleld-magnets and armature, and a 
chain or bell which connects said driving- 
pinion and the driving-vim directly together, 
substantially as and for the purposes de- 
scribed. 

3. In Uf motor- vehicle, the frame consisting 
of the steering-head, the laterally-diverging 
bars a', a" joined to said head and connected 
to each other, and the forked roar bars joined 
to the bai-8 a, a", in copibination with a steer- 
ing-spindle cai-rying the front wheel, the rear 
wheels journaled in the forked rear bars, a 
rotary twin motor balanced on the steering- 
spindle, and directgearconnections between 
the motor-shaft and the front wheel, sub- 
stantially as described. 

4. In' a motor-vehicle, the wheel C having 
the spaced rims and the propelling rim or 
wheel secured between said spaced rims and 
within the edges of the rims, said propelling 
rim or wheel forming lateral clearance-spaces 
betweeri itself and the spaced ri^is, substan- 
tially as and for the purposes described. 

567,445. CHARLES H. BARROWS, 
Willimantic, Conn. Motor - Vehicle. 

Filed Jan. 17, 1896. Patented Sept. 8, 
1896. Serial No. 575.905. (No model.) 
In my present improvement in motor- vehi- 
cles I have in view the provision of a novel 
organization of the steering, propulsion, and 
braking mechanism which are so arranged 
that the power of the motor may be applied 
to propel the vehicle at the desired speed with- 
out the provision of special speed -reducing 
gearing, of clutch devices, or other accessory 
mechanism, while at the same time the steer- 
ing devices are under the easy control of the 
motorman for theT>urpose of guiding the vehi- 
cle and for regulating its speed, and the brake 
device can be operated .to retard or arrest the 
vehicle by continuing the roovemeflt that dis- 
engages the motor from the driving-wheel. 
These several mechanisms are combined in 
the .simplest practicable manner, so as to re- 
duce to a minimum the number of papta and 
5'et place the propulsion and controlling de- 
vices wholly at the control of the raotorman. 
^Vith these ends in view the leading fea- 
ture of my invention consists of a steering 
handle or lever carrying a motor to be en- 
gaged with or disengaged fromr the driving- 
wheel of the machine in a manner to avoid 
intei-fering with the movement or adjustment 
of the steering handle or bar necessary to the 
guidance of the vehicle. 

The invention further consists in a steer- 
ing handle or lever which is hung or con- 
nected at an intermediate point of its length 
with the fork or frame of the steering-wheel, 
combined with a brake shoe or shoes carried 
on one end of the steering hand le or lever, and 
a propelling-motor carried by the handle or 
lever on the opposite side of the fulcrum of 
said handle or lever from the brake shoe or 
shoes, the parts being so organized that a 
movement of the steering-handle in one di- 
rection throws the motor into engagement 
with the drivincr-wheel and moves the brake- 
shoes away from said wheel; but a reverse 
movement of the lever operates to move the 
motor out of engagement with the driving- 
wheel and at the same time applies the brake- 
shoes to the driving-wheel. 

The invention further consists in the novel 
combination of devices and in the construc- 
tion and arrangement of parts which will be 
hereinafter fully described and claimed. 
1. m a motor-vehicle, Uie combination of 

a steering lever or handle, and a motor car- 
ried by said handle or lever and movable 
therewith into and out of engagement with a 
wheel, substantially as and for the purposes 
described. 

2. In a motor- vehicle, the combination with 
a steering-lever, of a motor carried by said 
lever on one side of its fulcrum, anu a brake 
device also carried ]>y said lever but on the 
opposite side of its fulcrum from the motor, 
substantially as described. 

3. lu a motor-vehicle, the combination with 
a steering- fork, and a steering and driWng 
wheel, of a steering-lever fulcrumed to said 
steering-fork, a motor carried by said lever 
and movable therewith into and out of en- 
gagement with said wheel, and a brake de- 
vice also carried by the steering-lever to ride 
upon and be free from said wheel, substan- 
tially as and for the purposes described. 

4. In anaotor-vehicle, the combination with 
a steering and driving wheel, and a steering- 
fork, of a steering-lever, a motor, and a brake 
mechanism'; said motor and brake mechan- 
ism carried by the lever on opposite sides of 
its fulcrum and said f>aits movablovwith the 
steering-le\'er to alternately ride upon said 
wheel, substantially as described. 



5. In a motor- vehicle, the combination with 
a steering and driving wheel, and a fork, of a 
steering-lever hung on the fork, a motor car- 
ried by the steering-lever, and mechanism to 
counterbalance with the weight of the motor 
on said steering-lever, substantially as and 
for the purposes described. 

C. In a motor-vehicle, the combination with 
a steering-fork, of a duplex wheel joumaled 
on said fork, a steering-lover hung to said 
fork, a motor carried by said steering-lever, 
and wheels driven by the motor and arranged 
on the lever to be thrown into and out of en- 
gagement with said duplex wheel by proper 
movements of said steering-lever; substan- 
tially as described. 

7. In a motor- vehicle, the combination with 
a steering-fork, and a wheel, of a spindle or 
king-bolt passing through the head of said 
fork, a pendant rigid ^ ith the lever, a steer- 
ing-lever hung on said pendant, a motor car- 
ried by the lever, and a wheeled frame cou- 
pled to the spindle or king-bolt, substantially 
as described. 

572,036. CHARLES THERYC, Mar- 
seilles, France. Wheel with Electrical 
Motor-Hub for Vehicles. Filed July 31., 
1896. Patented Nov. 24, 1896. Serial 
No. 601,271. (No model.) Patented in 
France Jan. 30, 1896, No. 253.580. 
The pre.sent invention consists in a vehicle- 
wheel provided with a median electric motor 
which can be ai>plied to vehicles generally 
and bicyclesin particular. This wheel, which 
may be of any suitable form, has, as the pro- 
ccdingoxprcssionindicates, the electricmotor 
combined with its middle portion in a par- 
ticular manner, thisconibinationeuablingthc 
auxiliary means of transmission actually in 
t..ie to be dispensed with. The advantage of 
this arrangement in the interchangeability 
of these wheels will be at ouce perceived. 
Take, for example, a bicycle having for its 
motor-wheel a wheel constructed in accord- 
ance with the present invention and driven 
by electricity. If at an}' time it is desired to 
convert this self-moving bic^'clc into an ordi- 
nary bicycle, it sulfices to i-eplnce the motor- 
wheel \>y an ordinary wheel. 

In the following description it will be sup- 
posed for facility of description that the im- 
proved motor-wheel is applied to a bicj'cle; 
but it should be fully-under stood that the in- 
vention is not confined to this solo applica- 
tion, but is intended to be secured forall the 
uses of which it may be susceptible. 

In order to ]*ender the explanations which 
follow as -clear as possible, a bicycle-wheel 
with median electric motor of the present in- 
vention is represented by way of example in 
the accompanying drawing's. 

In a vehicle-wheel with median electric mo- 
tor, the combination with the axle having 
bearings in supports on the vehicle, an arma- 
ture and a commutator on the axle, a box or 
barrel hub to which the inner ends (»f the 
spokes are connected, having rollcr-5carings 
about the axle and forming an inclosurc for 
the motor mechanism, a field-magrietsecured 
to the interior of the hub about the arma- 
ture, bru.sh-holders on the interior of the hub 
caiTying brushes bearing against the^commu- 
tator, two metal rings on the exterior of the 
hub connected respectively with the commu- 
tator-brushes, other brushes on -the frame- 
work of the vehicle bearing respectively 
against the rings and conueet(^d with a source 
of electricity on the vehicle, a innion at one 
end of the axle, an internal rack on the hub, 
and an intermediate pinion meshing with 
said pinion and rack and rotating on a jour- 
nal-pin fixed to the vehicle, substantially as 
described. 

678,651. HENRY G. MORRIS and PE- 
DRO G. SALOM, Philadelphia, Pa. 
Motor- Propelled Vehicle. Filed July 6. 
1896. Patented Mar. 9, 1897. Serial No 
598.211. (No model.) 
'i'he object of our invention is to so construct 
the frame of a motor-propelled vehicle that it 
can be made of light material and at the same 
time be perfectly rigid and capable of sus- 
tain ing tlie weight of the loaded vehicle-body. 
r 1. The conibinatiuu in a motor-propcU'ed 
vehicle, of the frame having circular end sec- 
tions connected together and an axlemounted 
on said frame, substantially asdeseribed. 

2. The combination in a four-wheeled ve- 
hicle, of the front and rear axles conuect'dd 

■together by a perch, aframeconsistingof two 
circular sections canning one axle and trans- 
verse pieces connecting the circnlar sections* 
together, substantially as described. 

3. The combination iu a motor-propelled 
vehicle,ofthefrontaxle, driving-wheels there- 
on, with a pivoted lear axle having wheels 
thereon, means for turning tho said axle, a 
frame consisting of two circular tubular sec- 
tions connected together by transverse tubes, 
springs coupled to the circular sections and- 



supporting the front axle and means for driv- 
ing the wheels on tho front axle, substantiallj 
as described. 

4. The combiu«tion in a motor-propellod 
vehicle, of the front Hxle,driving-whcel8 there- 
on, two electric motors mounted on tho front 
axle, one motor geared to one driving-wheel 
and the other motor geared to the other driv- 
ing-wheel, a rear axle, wheels thereon, a pivot 
for the r^ar axle, steering mechanism con- 
nected to the rear axle and tubular frame- 
work supporting the front axle and the for- 
ward portion of the body of the vehicle, tho 
rear portion of the vehicle being supported 
by the rear axle, substantially a'b described. 

0. The combination in a motor-pronelled 
vehicle, of the circular tubular sections DB, 
cross-tubes d, d\ d\ rf' connecting the circu- 
lar sections together, front and rear axles, 
wheels therefor, the vehicle-body having a 
scat and foot-board, the foot-board being se- 
cured to tlie cross-tube d, the seat being 
mounted on the cross-tubes d', d^ and the 
main body of the vehicle bcingcoupled to the 
tubc^ d^, J" the rear of the vehicle beingsup- 
portpd by the rear axle, substantially as de- 
scribed. 

(J. The combination iu a motor-propelled" 
vehicle, of the front axle,driving-wheels there- 
on, a pivoted rear axle, wheels thereon, a 
slcering-shaft at the forward end of the vehi- 
cle having a pinion, a rod connected to the 
rear axle at one side of the pivot and having 
n rack at its opposite end with which the pin- 
un meshes so thnt on turning the shaft tho 
car aslo will be turned upon its pivot, sub- 
Slnntially as described. 

7. Tho combination in a motor- propelled 
vehicle, of the tubular framework, a front 
axle, its springs secnred to the framework, a 
pivoted rear axle, a cross-bar above the rear 
axle, a perch extending from said cross-bai' 
t-o the front axle, a block e or. the end of the 
perch, a bracket extending from said block 
and carryinjg abearing and a slideway, a steer- 
ing-shaft adapted to the bearing and a rod 
geared to said steering-shaft and adapted to 
the slideway, said rod being coupled to the 
rear shaft, substantially as described. 

y. The eombiDation in a motor-propelled 
vehicle^ of the front and rear axles, driving- 
wheelB.on the front axle, a frame consisting 
oltwo oircular tubular sections connected to- 
gether by cross tubes or rods, clips on the said 
circular sections, springs coupled to said clips 
and adapted to tJie front a:ile, two motoi'S 
mounted on the axle, onetnotor gearing with 
one driving-wheel and the other motor gear- 
ing with the other driving-wheel, bearings 6* 
on the tubalar frame, a rod h^ coupled to eaoh 
motor aiid extending through the bearing and 
two springs on thd rod, one on one side of tlie 
bearing and the other on the opposite side of 
the 4jearing, substantifLlly aa described. 

579,890. HENRY G. MORRIS and PE- 
DRO G. SALOM, Philadelphia, Pa. 
Motor-Propelled Vehicle. Filed June 
20, 1896. Patented Mar. 30, 1897. Se- 
rial No. 596,343. (No model.) 
' Our invention relates to cm-tain improve- 
ments in vehicles driven" by electricity; and 
the object of our present invention is to pro- 
vide Buikible steering-gear which will act 
quickly and to so mount the motoi-s that the 
two driving-wheels will be driven independ- 
ently of each other, so that the vehicle can 
readily turn curves, dispensing with the ordi- 
nary cumbersome gearing usually emi)loyed 
forenabliogonedriving-wheel to travel faster 
than the other. 

: In the construction shown tho forward 
wheels of the vehicle are the driving-wheels 
and the rear wheels are the steering-wheels, 
and by raakingtwo independent motors, each 
motor geared to a driving-wheel, the driving- 
wheels being independent of each other, it 
wiil be seen that when the vehicleis round- 
ing a curve the differential movement of the 
wheels can take place. 

1. The combination in an electrically-pro- 
pelled vehicle, of the body, a rigid axle, two 
driving-wheels loosely mounted on said axle, 
two electric motors mounted on the axle side 
by aide so as to aline at all times with the 
axle, eaclL motor having a 8li<^ shaft, one 
shaft gearing with one driving-wheel and 
t\-^- other shaft gearing with the qther driv- 
ing-wheel so that the two drivin^-wJieels are 
independently driven, substantially as de- 
scribed. 

2. The combination in an electrically-pro- 
pelled vehicle, of the body, the forward driv- 
ing-wheels, a forward axle on which the'driv- 
ing-wheels are independently mounted, rear 
steering-wheelsj&teering mechanism therefor, 
two electric motors mounted side by side on 
the front axle so that they will at all times 
aline therewith, gearing between one electric 
motor and one forward, drinog-wheel and 
gearing between the other eleetrio motor and 
the other forward driving-wheel so that the 
two driVing- wheels will be independently 

-driven, substantially as described. 



ELECTRICITY. 

3. The combination in an electrically-pro-' 
pelled vehicle, of the driNing-wheels, the 
wheels E', short axles for each wheel, vortical 
rods passing through the. axles, springs 
mounted on the rods and carried by the axles, 
with a carriage-body the rear of which is sup- 
ported by tJic springs and steering mechan- 
ism connected to the short axles, substan- 
tially as described. 

4. The combination in an electrically-pro- 
pelled vehicle, of the body, driving mechan- 
ism therefor, wheels E', short axles for each 
wheel, vertical rods on which the axles turn, 
eprings mounted between the axles and the 
bbdy of the vehicle, brackets on eaoh axle, a 
two-armed lever connected to the brackelfi 
and a steering-lever connected to the two- 
armed lever, substantially as described. 

*5, The combination in an electrically-pro- 
l^Ued vehicle, of thedriviug-wheels, theaxle, 
the vehicle-body, the rear wheels E', short 
axles foreachwheelJoracketsF'.F^ one above 
and the other below each axle, a rod extend- 
ing from one bracket to the other and through 
the axle and on which theaxle swings and a 
spring mounted between the axleand the up- 
per bracket, with steering mechanism con- 
nected to the axle, substantially as described! 
(J. Tho combination in an electricall)'-pro- 
pelled vehicle, of the carriage-body, the driv- 
ing-wheel.«< and thfilr axle, tlie rear wheels, 
short axles for each rear wheel, brackets se- 
cured to the body, a vertical rod adapted to 
each bracket and passing through *the axle, 
springs on each rod, stays, a vertical shaft r^ 
supported by the stays, a two-armed lover 
mounted on the shaft, connecting- rods extend- 
ing from the lever to the axle and a steering- 
lever G' connected to one arm of the lever G, 
substantially as described. 

7. The combination in an electrically-pro- 
pelled vehicle, the vehicle-body X> having 
compartments for the storage of batteries, f 
frontaxle.driving-wheeisthereon, two motors 
hung to the axle and also hnng to the vehicle- 
body through the medium of springs, gear- 
wheels on each driving-wheel, a shaft for each 
motor, each shaft having a pinion meshing 
with the gear-wheel on the driving-wheel, rear 
steering-wheels, short axles on which the 
steering-wheels are mounted, brackets, and a 
vertical rod on which the axles are mounted, 
a steering-lever at the f rontof the vehicle con- 
nected to the axles at the rear through the 
medium of a two-armed lever so that the steer- 
ing-wheels will turn in unison, the gearingof 
the front driving-wheels being such as to al- 
low for the independent rotation of the wheels, 
substantial] 3*^ as described. 

585,371. CLINTON E. WOODS, Chi- 
cago, IU., assignor to the American Elec- 
tric Vehicle Company, same place. Mo- 
tor-Vehicle. Filed May 8, 1896. Pat- 
ented June 29, 1897. Serial No. 590,710 
(No model.) 

My invention relates to power- vehicles, and 
particularly to what is known as * * Iiorseless " 
vehicles, and especially to that class of horse- 
less vehicles which are driven by electric 
power. 

My drawings illustrate an electrically- 
driven vehicle, the power being fflrnished 
from a storage battery carried by the vehicle 
itself. It will be understood, of course, that 
many of the features which I describe and 
which I have iiiustratcd are applicable in 
other connections and have separately a value 
in connection with the vehicle, so that I do 
not wish to be understood as attempting here 
to describe the whole application of any par- 
ticular feature, but J have assembled these 
several features in a single complete vehicle 
which for my present purposes seems to ex- 
press in the best manner the utility, the func- 
tion, and the office of the several novel fea- 
tures which I have incorporated in this com- 
plete device. 

In a vehicle of this kind everything must 
unite tomake the operation of the device safe 
in the hands even of an inexperienced per- 
son. When, therciore, it becomes necessary 
quickly to turntfie vehicle, an excited person 
can do so by simply pressing the handle to 
tho proper .side and no damage can ensue, 
Ihough a careful or experienced person will 
raise the'handlcjuid thus release the friction- 
Idck, whereupon he can easily effect the steer- 
ing of the vehicle. A lock, therefore, which, 
while illocks the wlieels in any predetermined 
position, is nevertheless so constructed that 
without any special release of any of its parts 
il will still permit the device to be operated 
is highly important, and I have shown it in 
ihe particular form of my so-call'^d "friction- 
lock." 

Referring now to the driving meclianism, 
we find that it consists of two motors mounted 
in the midst of a frame in such a manner that 
each motor is adjustable longitudinally with 
the trame or so as to lighten or loosen the 
driving-chains, and that each also is pivotally 
supported at one end and elastically sup- 
ported at the other end, so that it has a mo- 
tion to relieve it from the jar incident to the 



527 



use of the vehicle on rough roads and pave- 
ments and also to enable it to give somewhat 
when started. Tho upper spring takes tho 
strain at starting and the lower spring takes 
most of the strain incident to the jolting or 
jarring. The motor- shaft, as well as the 
arniaturc-shaft, being rigidly supported on 
the field -magnet or field-magnet frame in 
such manner as has been suggested is not 
sufTicienb to interfere in an}' manner with the 
operation of the device. The motors are ca- 
pable of operating together or either sepa- 
rately, and each through its proper connec- 
tions isadapt.ed to drive its associated wheel, 
which wheel is rotaiabl}' mounted at the ex- 
tremity of the rear axle. 

The frame consists, as shown, of several 
bars and parts which are rigidly secured to 
the front ami rear axles, and thus hold them 
in rigid relation, the body of the vehicle be- 
ing supported by suitable springs on such 
axles. 

The brake mechanism has been sufficiently 
described. It consists of two strap brakes or 
straps encircling br^ke-wheels on the respec- 
tive motor-shafts and means whereby while 
these straps are normally kept loosened they 
may bo tighte'^ed simultaneously through an 
equalizer or ovencr to clamp the motor-shaft 
and stop (.he mechanism. The application of 
a brake to the wheel witli its elastic tire is 
of course impracticable. 

2. A steering device for vehicles containing 
a rotating bar, a handle eccentrically secured 
to said bar, and a spring which tends to draw 
the handle from the bar so that the eccentric 
portion is frictionally forced against a plat- 
focm to frictionally lock the parts in any de- 
sired position. 

2. A steering mechanism for vehicles con- 
taining a vertical rod, a platform which sur- 
rounds one end of it, a handle eccentrically 
pivoted to the same end of said rod outside 
of said platform, a spring on the opposite side 
of the platform which tends to dr&w the rod 
away from the handle. 

3. In a vehicle, the combination of a fixed 
axle with a short horizontal vertically-pivoted 
axle at the end, an arm projecting from the 
same, a steering connecting-rod attached to 
sai^ arm and a step also attached to said arm. 

4. In a vehicle the combination of the rig- 
idly-fixed franie with a motor secured thereon 
at one end so as to have vertical and longi- 
tudinal motion and pivoted at the other end. 

5. In a vehicle the combination of a rig- 
idly-fixed frame with a motor secured thereon 
at one end between springs and so as to have 
alongitndinal motion and pivoted at the other 
end. 

r». In a vehicle tho combination of a rig- 
idly-fixed frame with a motor suspended at 
one end on a longitudinallj'-adjnstable pivot 
and at the other end on a spring-support. 

7. In a vehicle tho combination of a rig- 
idly -supi>or ted frame with a motor secured 
thereon at one end by longitudinally-adjust- 
able pivots and at the other end between 
springs and so as to have a longitudinal mo- 
tion. 

«. In a veliicle the combination of two mo- 
toi-s with separate braking devices, a single 
brake-controlling device and an evener or 
equalizer whereby the one controller ia con- 
nected with Ihe two brakes. 

586,606. KARSTEN KNUDSEN, Chi- 
cago, 111., assignor to the American Elec- 
tric Vehicle Compeny, same place. Cir- 
cuit Controller for Electric Vehicles. 
Filed Oct: 21, 1896. Patented July 20, 
1897. Serial No. 609.535. CNo model.) 
M.y invention relates lo an improvea loi-m 
of circuit-controlling switch for electric vehi- 
cles more particularly apydicable to electric 
carriages. 

My object is to provide a switch that shall 
be effective in' operation and that can be con- 
structed at small cost. 

1. The combination wiiti a number of col- 
lars mounted side by side upon a rotatable 
support, of coutacVarms carried upon said 
collars, the ends or contact portions of cer- 
tain of said contact-arms being laterally dis- 
placed to bring the ends of all the contact- 
arms in a common plane perpendicular to the 
axis of rotation, and a contact with which 
said arms severally engage as the support is 
rotated, substantially as described. 

2. The combination with a number of col- 
lars mounted side by side upon a rotatable 
snpt)orC, of contact-arras carried ujion said 
collars, the ends or contact portions of the 
contact-arms of tho several collars lying in a 
common plane perpendicular to the axis of 
rotation of the support, and a contact with 
which said arms severally engage as the sup- 
port is rotated, substantially as described. 

3. The combination with three collars 
mounted side by side upon a rotatable. part, 
of a pair of contact-arms mounted upon tho 
middle collarand occupying positions ati-ight 
angle to each other, contact -arms mounted- 



526. 

iho contraMod oiuls of said v<k1s, combined 
\\\V\\ tlio wiros [rand T', substantially as and 
for tiie ]>uvp<tse set foith. 

564,584. CHARLES H. BARROWS, 

Willimantic. Conn. Motor - Vehicle. 
I'itL-d Jaly 0, IH'^5. Patented July 28, 
lK9o .Serial No. 555.154. (No model. ^ 
My invenliou relates to improveiueuts in 
motor- V ell icles, and the ol>ject in view ia to 
provide a simple, light, and substantial con- 
struction in which the parts are compactly 
arranged in a manner to app!}'^ power to the 
front wheel, which is also the stt'erin^i-wheel, 
of tHe vehicle. 

In the preferred embodiment of the present 
invention .the vehicle is a, tricycle with a main 
carrying-frame equipped wijh one or more 
seats for the accommodation of the rider or 
rideitt and with receptacles for the electrical 
storage battery or batteries wliioh f urnisJi the 
energy for the motor. To the main frame are 
connected independent foi-ked bars, and in 
each forked bar, of wKich there are two, is 
fitted one of the rear carryLng-wheels, the 
short axle of said wheel being joarnaled iu 
bearings provided therefor in the forked bar, 
whereby the rear wheels are independently 
journaled in separate forked bars attached to 
the main frame. At the Xront end of the main . 
frame is a fixed tubular, head, in \vhich is 
fitted an upright steering-spindle, tlie upper 
end of said spindle having a handle-^ar and 
the lower partof the spindle- being bifurcated 
to accommodate the single front wheel of the 
vehicle. This front wheel is peculiarly con- 
structed to render it available for service as 
the propelling- wheel for the vehicle in addi- 
tion to serving as the steering-wheel for the 
guidance of the machine. Said wlieel consists 
of a single hub, two i>arallcl rims spaced a 
suitable distance from each other and having 
their si>okes arranged alternately or in stag- 
gered relation to one another and said spokes 
rigidly united to the hub, suitable tires on the 
two rims, and a large driving sprocket-wheel 
arranged between the spaced rims and suit- 
a^bly united thereto, preferably by fastening 
.tiie sprocket-wheel to the spokes of said par- 
allel rims by means of clips, tiic whole being 
substantially built up. 

The diameter of the sprocket-wheel is con- 
siderably less than the diameter of tlie two 
spaced rims, and said sprocket-wheol is se- 
cured to the spokes of The rims within the 
inner edges of the said rims to leavearnnihtr 
open spaces between the inner edges of t]ie 
rims and the outer edges of the spvoc-ket- 
wheel, through which spaces may be dis- 
charged any dirt, snow, tfcc, which may ae- 
cumulat-e in tlie annular groove of tlie front 
wheel, wJiereby the front wheel is jne\cnted 
from clogging to interfere with the aclion of 
the sprocket-chain. 

My inixnoved vehicle is equipped with an 
electric motor, which is carried or rigidly 
mounted on the head or upper end of the 
steering- fork, so tJifit the motor will be ad- 
justed with and partake of the adjustment 
of the steering-fork and the front wheel, in 
order to keep the motor-shaft jn parallel re- 
lation to the action of said front Mhecl. This 
motor is a twin motor, with two sets of pole- 
pieces or field-magnets, two armatures, and a 
single shaft, and between these field-magnets 
and armatures is arranged a small sprocket- 
wheeV, which is rigid with the motor-shaft. 
The emploJ^nent of a twin motor enables me 
to mount jt on the stoering-head of the vehi- 
cle in a manner to balance itself so that the 
weight is equally distributed on botJi sides 
of the steering-head, and said twin motoi- also 
provides means for gearing tlie motor-sliaft 
direct to the front wheel of the veliicle, there- 
by dispensing with a multiplicity of geanng 
between the motor-shaft and the front wheel, 
liiis motor and the front wheel ai-e geared 
together by an endless sprocket-chain, which 
engages with the small and lai'ge sprockets 
secured to the motor-shaft and the fronj 
wheel, respectively, and by thus directly 
gefiring the jnotor and front wheel together 
I am able to exert great leverage on t lie front 
wheel or transmit thereto nearly all of. the 
power of the motor, besides reducing the high 
speed of tlie motor-shaft to the proper speed 
for a vehicle designed to can-y one or nxore 
persons over roada or streets. 

My improved veliicfe also includes certain 
novel combinations of devices and peculiar 
construction and arrangementof parts, which 

will be hereinaftei- juore fullv described and 
claimed. 

1. In a iQOtor-vehicle, the combination with 
a steering-opindle, and a steering and driv- 
ing wheel carried by said spindle, of a rotary 
twin electric motor mounted on the spindle 
to have its weight distributed equally on op- 
posite sides thereof, and direct gear connec- 
tions between the motor-shaft and said driv- 
ing-wheel, substantially as and for the pur- 
- poses described. 



ELECTRICITY 

2. In a motor-vehicle, the .combination with 
a steering-spindle, of a front wheel Having a 
driving-rim within the divided tread of the 
wheel, of a t«in electric motor balanced on 
the stccring-spindle and having a driving- 
pinion secured to its shaft between the di- 
vided )ield-raagnet8 and armature, and a 
chain or belt which connects said dri\ing- 
pinion and the driving-rim directly together, 
substantially as and for the purposes de- 
scribed. 

3. In Of motor- vehicle, the frame consisting 
of the steei-ing-head, the laterally-diverging 
bars a', a" joined to said head and connected 
to each other, and the forked rear bars joined 
to the bars o, a", in cQjnbination with a steer- 
ing-spindle carrying the front wheel, the rear 
wheels journaled in the forked rear bars, a 
rotary twin motor balanced on the steering- 
spindle, and direct gear connection.s between 
the motor-shaft and the front wheel, sub- 
stantially as described. 

4. In a motor-vehicle, the wheel C having 
the spaced rims and the propelling rim or 
wheel secured between said spaced rims and 
within. t)ie edges of the rims, said propelling 
rim or wheel forming lateral clearance-spaces 
betweerj, itself and the spaced rims, substan- 
tiajly as and for the purposes described. 

567,445. CHARLES H. BARROWS, 
Willimantic, Conn. Motor - Vehicle. 

Filed Jan. 17, 1896. Patented Sept. 8, 

1896. Serial No. 575,905. CNo model.) 

In my present improvement in motor- vehi- 
cles I have in view the provision of a novel 
organization of the steering, propulsion, and 
braking mechanism which are so arranged 
that the power of the motor may be applied 
to propel the vehicle at the desired speed with- 
out the provision of special speed-reducing 
gearing, of clutch devices, or other accessory 
mechanism, while at the same time the steer- 
ing devices are under the easy control of the 
inotorman for the"purpose of guiding the vehi- 
cle and for regulating its speed, and the brake 
device can be operated -to retard or arrest the 
vehicle by continuing the movement that dis- 
engages the motor from the driving-wheel. 
These several mechanisms are combined in 
the simplest practicable manner, so as to re- 
duce to a minimum the number of papts and 
5^et place the propulsion and controlling de- 
vices wholly at the control of the raotorman. 

iVith these ends in view the leading fea- 
ture of my invention consists of a steering 
handle or lever carrying a motor to be en- 
gaged with or disengaged fromrthe driving- 
wheel of the machine in a manner to avoid 
inteifering with the movement or adjustment 
of the steering handle or bar necessary to the 
guidance of the vehicle. 

The invention further consists in a steer- 
ing handle or lever which is hung or con- 
nected at an intermediate point of its length 
with the fork or frame of the steering-wheel, 
combined with a brake shoe or shoes carried 
on one end of tlie steering handle or lever, and 
a propelling-motor carried by the handle or 
lever on the opposite side of the fulcrum of 
said handle or lever from the brake shoe or 
shoes, the parts being so organized that a 
movement of the steering-handle in one di- 
rection throws the motor into engagement 
with the drivincr-wheel and moves the brake- 
shoes away from said wheel; but a reverso 
movement of the lever operates to move the 
motor out of engagement with the driving- 
wheel and at the same time applies the brake- 
shoes to the driving-wheel. 

The invention further consists in the novel 
combination of devices and in the construc- 
tion and arrangement of parts which will be 
hereinafter fully described and claimed. 

1. In a motor-vehicic, the combination of 

a steering lever or handle, and a motor car- 
ried by said handle or lever and movable 
therewith into and out of engagement with a 
wheel, substantially as, and for the purposes 
described. 

2. Ina motor-vehicie,thecombination with 
a steering-lever, of a motor carried by said 
lever on one side of its fulcrum, anu a brake 
levice also carried by said lever but on the 
opposite side of its fulcrum from the motor, 
substantially as described. 

3. In a motor-vehicle, the combination with 
a steering-fork, and a steering and dri\'ing 
wheel, of a steering-lever fulcrnmed to said 
steering-fork, a motor carried by said lever 
and movable therewith into and out of en- 
gagement with said wheel, and a brake de- 
vice also carried by the steering-lever to ride 
upon and be free from said wheel, substan- 
tially as and for the purposes described. 

4. In amotor-vehicle, the combination with 
a steering and driving wheel, and a steering- 
fork, of a steering-lever, a motor, and a brake 
mechanism; said motor aod brake mechan- 
ism carried by the lever on opposite sides of 
its fulcrum and said parts movable.,with the 
steering-lev'er to alternately ride upon said 
wheel, substantially as described. 



6. In a motor- vehicle, the comblaation with 
a steering and driving wheel, and a fork, of a 
steering-lever hung on the fork, a motor car- 
ried by the steering-lever, and mechanism to 
counterbalance with the weight of the motor 
on said steering-lever, substantially as and 
for the purposes described. 

C . In a motor-vehicle, the combination with 
a steering-fork, of a duplex wheel journaled 
on said fork, a steering-lover hung to said 
fork, a motor carried by said steering-lever, 
and wheels driven by the motor and arranged 
on the lever to be thrown into and out of en- 
gagement with said duplex wheel by proper 
movements of said steering-lever,* substan- 
tially as described. 

7. In a motor- vehicle, the combination with 
a steering-fork, and a wheel, of a spindle or 
king-bolt passing tSirough the head of said 
fork, a pendant rigiti with the lever, a steer- 
ing-lever hung on said pendant, a motor car- 
ried by the lever, and a wheeled frame cou- 
pled to the spindle or king-bolt, substantially 
as described. 

572,036. CHARLES THERYC, Mar- 
seilles, France. Wheel with Electrical 
Motor-Hub for Vehicles. Filed July 31. 
1896. Patented Nov. 24, 1896. Serial 
No. 601,271. (No model.) Patented in 
France Jan. 30, 1896, No. 253.580. 
The pro.sentinventioh consists in a vehicle- 
wheel provided with a median electric motor 
whicli can be applied to vehicles generally 
and bicycles in particular. This wheel, which 
may be of any suitable form, has, as the prc- 
ccdingoxprossionindicates, theelectricmotor 
combined with its middle portion in a par- 
ticular manner, this combination enablingthe 
a\ixiliary means of transmission actually in 
i.jC to be disijensed with. The advantage of 
this arrangement in the interchangeability 
of these wheels will be at ouce perceived. 
Take, for example, a bicycle having for its 
motor-wheel a wheel constrdctcd in accord- 
ance with tlie present invention and driven 
by electricity. If at any time it is desired to 
convert this self-moving bicycle into an ordi- 
nary bicycle, it sulfices to replace the motor- 
wheel by an ordinary wheel. 

In the following description it will be sup- 
posed for facility of description that the im- 
proved motor- wheel is apxjlied' to a bicycle; 
but it should be fully -understood that the in- 
vention is not confined to this sole applica- 
tion, but is intended to be secured for all the 
uses nf which it may be susceptible. 

In order to I'cnder the explanations which 
follow as -clear as possible, a bicycle-wlicel 
with median electric motor of the present in- 
vention is represented by way of example iu 
the accompanying drawings. 

In a vehicle-wiieel with median electric mo- 
tor, the combination with the axle having 
bearings iu supports on the vehicle, an arma- 
ture and a commutator on the axle, a box or 
barrel hub to which the inner ends of the 
spokes are connected, having rollcr-bcarings 
about the axle and forming an inclosurc for 
the motor mechanism, a field-magnet secured 
to the interior of the linb about the arma- 
ture, brush-holders on the interior of the hub 
carrying brushes bearing against the commu- 
tator, two metal rings on the exterior of the 
hub connected respectively with the commu- 
tator-brushes, other brushes on -the frame- 
work of the vehicle bearing respectively 
against the rings and conuect<^d with a source 
of electricity on the vehicle, a pinion at one 
end of the axle, an interna,l rack on the hub, 
and an intermediate pinion meshing with 
said pinion and rack and rotating on a jour- 
nal-pin hxed to the vehicle, substantially as 
described. 

578,651. HENRY G. MORRIS and PE- 
DRO G. SALOM, Philadelphia. Pa. 
Motor-Propelled Vehicle. Filed July 6, 
1896. Patented Mar. 9. 1897. Serial No 
598,211. (No model.) 
'I'he object of our invention is to so construct 
the frame of a motor-propelled vehicle that it 
can be made of light matei'ial and at the same 
time be perfectly rigid and capable of sus- 
taining the weight of the loaded vehicle-bod v. 
r 1. The combination in a motoi-propeU'ed 
vehicle, of the frame havingcircular end sec- 
tions connected together and an axle mounted 
on .said frame, substantially as described. 

2. The combination iu a four-wheeled ve- 
hicle, of the front and rear axles connected 
liogether by a perch, a frame consisting of two 
circular sections carrying one nxJe and trans- 
vei-se pieces connecting the circular sections 
together, substantially as described. 

3. The combination in a motor-propelled 
vehicle, of thefrontaxle,driviDg-wheels there- 
on, with a pivoted lear axle having wheels 
thereon, means for turning the said axle, a 
frame consisting of two circular tubular sec- 
tions connected together by transverse tubes, 
springs coupled to the circular sections and- 



supporting tlie front axle and means for driv- 
ing the wheels on the front axle, substftntinllj 
as described. 

4. The combination in n motor-propellod 
vehicle, of the frontaxle,dnving-whcels there- 
on, two electric niotoi-s mounted on the front 
axle, ono motor geared to one driving-wheel 
and the other motor geared to the other driv- 
ing-wheel, ai-earaxle, wheels thereon, a pivot 
for the rtear axle, steering mechanism con- 
nected to the rear axle and tabular frame- 
work supporting the front axle and the for- 
ward portion of the body of the vehicle, the 
rear portion of the vehicle being supported 
by the rear axle, substantially a^ described. 

5. The combination in a mo tor- prop el led 
vehicle, of the circular tubular sections DB, 
cross-tubes d, d' , ''P, rf' connecting the circu- 
lar sections together, front and rear axles, 
wheels therefor, the vehicle-body having a 
seat and foot-board, the foot-board being se- 
cui-ed to the cross-tube (7, the seat being 
mounted on the cross-tubes cV, cP and the 
main body of the vehicle being coupled to the 
tube^ d*, u^ the rear of the vehicle being sup- 
ported by the rear axle, substantially as de- 
scribed, 

0. The combination iu a motor-propelled 
vehicle, of the front axle, driving-wheels there- 
ou, a pivoted rear axle, wheels thereon, a 
steering-shaft at the forward end of the vehi- 
cle having a pinion, a rod connected to the 
rear axle at on© side of the pivot and having 
u rack at its opposite end with which the pin- 
uM meshes so that on tnrning the shaft the 
car axle will bo turned upon its pivot, sub- 

Slantiaily as described. 

7. The combination in a motor- propelled 
vehicle, of the tubular framework, a front 
axle, its springs secnred to the framewoi-k, a 
J>ivoted rear axle, a cross-bar above tlie rear 
axle, a perch extending from said cross-bar 
to the front axle, a block c on the end of the 
perch, a bi-acket extending from said block 
andcanyinigabearingandaslideway,asteer- 
ing-shftft adapted to the bearing and a rod 
geared to said steering-shaft and adapted to 
the slideway, said rod being coupled to the 
rear abaft, substantially as described. 

8, The combination in a raotor-propelled 
vehicle^ of the front and rear axles, driving- 
wheels, on. the front axle, a frame consisting 
of two oircnlar tubular sections connected to- 
gether by cross tubes or rods, clips on the said 
circular sections, springs coupled to said clips 
and adapted to tlie front axle, two motore 
mounted on the axle, onomotor gearing with 
one driving-wheel and the other motor gear- 
ing with the other driving-wheel, bearings b* 
on the tubular frame, a rod h^ coupled to each 
motor and extending through the bearing, and 
two springs on tb6 rod, one on one side of the 
bearing and the other on the opposite side of 
the bearing, substantially aa described. 

579,890. HENRY G. MORRIS and PE- 
DRO G. SALOM, Philadelphia, Pa. 
Motor-Propelled Vehicle. Filed June 
20, 1896. Patented Mar. 30, 1897. Se- 
rial No. 596,343. (No model.) 
' Our invention relates to cei-tain improve- 
ments in vehicles driven" by electricity; and 
the object of our present invention is to pro- 
vide BulUkble steering-gear which will act 
quickly and to so mount the motors that the 
two driving-wheels will be driven independ- 
ently of each other, so that the vehicle can 
readily tarn curves, dispensing with the ordi- 
nary cumbersome gearing usually employed 
forenablingonedriving-wheel to travel faster 
than the other. 

'. In the construction shown tlic forward 
wheels of tlje vehicle are the driWng-wheels 
and the rear wheels are the steering-wheels, 
and by makingtwo independent motors, each 
motor geared to a driving-wheel, the driving- 
wheels being independent of each other, it 
will be seen tliat when the vehicle is round- 
ing a curve the diflferential movement of the 
wheels can take place. 

1. The combination in an electrically-pro- 
pelled vehicle, of the body, a rigid axle, two 
driving-wheels loosely mounted on said axle, 
two electric motors mounted on the axle side 
by side so as to' aline at all times with the 
axle, each, motor having a eh(^ shaft, one 
shaft gearing with one driving-wheel and 
th* other shaft gearing with the other driv- 
ing-wheel so that the two drivJn^-wJieels are 
independently driven, substantially as de- 
scribed. 

2. The combiuation in an electrically-pro- 
pelled vehicle, of the body, the forward driv- 
ing-wheels, a forward axle on which the'driv- 
iDg-wbeels are independently mounted, rear 
Bteering-wheels.fcteering mechanism therefor, 
two electric motors mounted side by side on 
the front axle so that they will at all times 
aline therewith, gearing between one electric 
motor and one forward driving-wheel and 
gearing between the other electric motor and 
the other forward driving-wheel so that the 
two driving-wheels will be independently 

-driven, substantially as described. 



ELECTRICITY. 

3. The combination In an eleotricalty-pro- 
pelled vehicle, of the dri\ing-TPheol3, the 
wheels E', short axles lor each wheel, vertical 
rods passing through the. axles, springs 
mounted on the rods and carried by the axles, 
with a carriage-body the rear of which is sup- 
ported by the springs and steering mechan- 
ism connected to the short axles, substan- 
tially as described. 

4. The combination in an electrically-pro- 
pelled vehicle, of the lK>dy, driving mechan- 
ism therefor, wheels E', short axles for each 
wheel, vertical rods on which the axles torn, 
springs mounted between the axles and the 
bbdy of the vehicle, brackets on each axle, a 
two-armed lever connected to the brackets 
and a steering-lever connected to the two- 
armed lever, substantially as described. 

*5. The combination in an electrically-pro- 
1-elled vehicle, of thedriving-wheels, theaxle, 
the vehicle-body, the rear wheels E', short 
axles for each wheel^iirackets V',F', one above 
and the other below each axle, a rod extend- 
■ing from ono bracket to the other and through 
the axle and on which theaxle swings and a 
spring mounted between the axle and the up- 
per bracket, with steering mechanism con- 
nected to the axle, substantially as described; 
G. The combination in an electrically-pro- 
pelled vehicle, of the carriage-body, the driv- 
ing-wheels and th6lr axle, the rear wheels, 
short axles for each rear wheel, brackets se- 
cured to the body, a vertical rod adapted to 
each bracket and passing through 'the axle, 
springs on each rod, stays, a vertical shaft j? 
supported by the stays, a two-anned lever 
mounted on tiieshaft, connecting-rods extend- 
ing from the lever to the axle and a steering- 
lever G' connected to one arm of the lever G, 
substantially as described, 

7. The combination in an electrically-pro- 
pelled vehicle, the vehicle-body D having 
compartments for the storage of batteries, f 
frontaxle,driving-wheeisthereon, two motors 
hung to the axle and also hungto the vehicle- 
body through the medium of springs, gear- 
wheels on each driving-wheel, a shaft for each 
motor, each shaft having a pinion meshing 
with the gear-wheel on the driving-wheel, rear 
steering-wheels, short axles on which the 
steering-wheels are monnted, brackets, and a 
vertical rod on which the axles are monnted, 
a steering-lever at the front of the vehicle con- 
nected to the axles at the rear through the 
medi u m of a two-armed lever so that the steer- 
ing-wheels will turn in unison, the gearing of 
the front driving-wheels being such as to al- 
low for the independent rotation of the wheels, 
substantiallj' as described. 

585,371. CLINTON E. WOODS, Chi- 
cago, III., assignor to the American Elec- 
tric Vehicle Company, same place. Mo- 
tor-Vehicle. Filed May 8. 1896. Pat- 
ented June 29, 1897. Serial No. 590,710 
("No model.) 

My invention relates to power-vehicles, and 
particular!}' to what is known as ''horseless" 
vehicles, and especially to that class of horse- 
less vehicles which are driven by electric 
power. 

M}-^ drawings illustrate an electrically- 
driven vehicle, the power being fftrnished 
from a storage battery carried by the vehicle 
itself. It will be undei'stood, of course, that 
many of the features which I describe and 
which I have illustrated are applicable in 
other connections and have separately a value 
in connection with the vehicle, so that I do 
not wish to be understood as attempting here 
to describe the whole application of any par- 
ticular feature, but J have assembled these 
several features in a single complete vehicle 
which for my present purposes seems to ex- 
press in the best manner the utility, thefunc- 
tion, and the office of the several novel fea- 
tures which I have incorporated in this com- 
plete device. 

In a vehicle of this kind everything must 
unite tomake the operation of the device safe 
in the hands even of an inexperienced per- 
son. When, thereiore, it becomes necessary 
([uickly to turn tfie vehicle, an excited person 
can do so by simply pressing the handle to 
the proper side and no damage can ensue, 
Ihougb a cai'eful or experienced person will 
raise the-handloand thus release the friction- 
lock, whereupon he can easilyeflCect the steer- 
ing of the vehicle. A lock, Iherefore, which, 
whileillocks the wheels in any predetermined 
position, is nevertheless so constructed that 
without an}- special release of any of its parts 
iL will still permit the device to be operated 
is highly important, and I have shown it in 
I he particular form of myso-call'^d '* friction- 
lock." 

Keferring now to the driving mechanism, 
we find that itconsistsof two motors mounted 
in the midst of a frame in such a manner that 
each motor is adjustable longitudinally with 
tlic irame or so as to tighten or loosea the 
driving-chains, and that each also is pivotally 
supported at one end and elastieally sup- 
ported at the other end, so that it has a mo- 
tion to i-elieve it from the jar incident to the 



527 



use of the vehicle on rough roads and pave- 
ments and also to enable it to give somewhat 
when started. The upper spring takes the 
strain at starting and the lower spring takes 
most of the strain incident to the jolting or 
jarring. The motor -shaft, as well as the 
arnmtnre-shaft, being rigldl}' supported on 
the field -magnet or field-magnet frame in 
such manner as has been suggested is not 
suflicient to interfere in any manner with the 
operation of the device. The motors are ca- 
pable of operating together or either sepa- 
rately, and each through its proper connec- 
tions is adapted to drive its associated wheel, 
which wheel is rota£ably mounted at the ex- 
tremity of the rear axle. 

The fi-ame consists, as shown, of several 
bars and parts which are rigidly secured to 
the front and rear axles, and thus hold them 
in rigid relation, the body of the vehicle be- 
ing supported by suitable springs on such 
axles. 

The brake mechanism has been sufficiently 
described. It consists of two strap brakes or 
straps encircling brake-wheels on the respec- 
tive motor-shafts and means whereby while 
these straps are normally kept loosened they 
may be tighte'bed simultaneously through an 
equalizer or ovener to clamp the motor-shaft 
and stop the mechanism. The application of 
a brake to the wheel with its elastic tire is 
of course impracticable. 

1. A steering devieeforvehiclcscontaining 
a rotiitingbar, a handle eccentrically secured 
to said bar, and a spring which tends to draw 
the handle from the bar so that the eccentric 
portion is frictionally forced against a plat- 
foi:m to frictionally lock the parts in any de- 
sired position. 

2. A steering mechanism for vehicles con- 
taining a vertical rod, a platform which sur- 
rounds one end of it, a handle eccentrically 
pivoted to the same end of said rod outside 
of said platform, a spring on the opposite side 
of the platform which tends to drfew the rod 
away from the handle. 

3. In a vehicle, the combination of a fixed 
axle with a short horizontal vertically-pivoted 
axle at the end, an arm projecting from the 
same, a steering conneuting-rod attached to 
sail! arm and a step also attached to said arm. 

4. In a vehicle the combination of the rig- 
idly-fixed frame with a motor secured thereon 
at one end so as to have vertical and longi- 
tudinal motion and pivoted at the other end. 

5. In a vehicle the combination of a rig- 
idly-fixed frame with a motorsecured thereon 
at one end between springs and so as to have 
alongitudinal motion and pivoted at the other 
end. 

Ci. In a vehicle the combination of a rig- 
idly-fixed frame with a motor suspended at 
one end on a longitudinally-adjustable pivot 
and at the other end on a spring-support. 

7. In a vehicle the combination of a rig- 
idly-supported frame with a motor secured 
thereon at one end by longitudinally-adjust- 
able pivots and at the other end between 
springs and so as to have a longitudinal mo- 
tion. 

s. in a venicie the combi nation of two mo- 
toi-s with separate braking devices, a single 
brake-controlling device and au evener or 
equalizer whereby the one controller is con- 
nected with the two brakes. 

586,606. KARSTEN KNUDSEN, Chi- 
cago, 111., assignor to the American Elec- 
tric Vehicle Corapeny, same place. Cir- 
cuit Controller for Electric Vehicles. 
Filed Oct; 21, 1896. Patented July 20, 
1897. Serial No. 609.535. CNo model.) 
My invention relates to an improvea toi-m 
of circuit-controlling switch for electric vehi- 
cles more particularly applicable to electric 
carriages. 

jVfy object is to provide a switch that shall 
be effective in* operation and that can be con- 
structed at small cost. 

1. The combination with a ninnber of col- 
lars mounted side by side upon a rotatable 
support, of coutaet-arnis carried upon said 
collars, the ends or contact portions of cer- 
tain of said contact-arms being laterally dis- 
placed to bring the ends of all the coutact- 
arms in a common plane perpendicularto the 
axis of rotation, and a contact with which 
said arms severally engage as the support is 
rotated, substantially as described. 

2. The combination with a number of col- 
lars mounted side by side upon a rotatable 
snpt)ort, of contact-arms carried upon said 
collai-s, the ends or contact portions of the 
contact-arms of the several collars lying in a 
common plane perpendicular to the axis of 
rotation of the support, and a contact with 
which said arms severally engage as the sup- 
port is rotated, subslantially as described. 

3. The combination with three collars 
mounted side by side upon a rotatable part, 
of a pair of contact-arms mounted upon tho 
middle collai'and occupying positions at'i'ight 
angle to each other, contact -arms mounted- 



528 



ELECTRICITY. 



upon the otlier collars, lyini;' between the 
abovc-mentioiiccl contact -arms nnit lia\ing 
the ends laterally displa'-^oJ to lie in a corn- 
nion plane with the contaoL-arms on tlio mid- 
dle collar, and a contact-finger comprising 
two members of spring metal lta\ inj^ opposed 
contact-surfaces at the ends, hetwoen whicji 
surfaces Ihe contact-arms are adapted to bo 
passed, Llic contact-surfaces normally resting 
at a distance apart loss than the thicicness of 
the contact-arms to cause the members of tho 
contact-hniicr to resiUently press aj^ainst the 
contact-arras, substantially as described. 

4. The coinbiuatiun with three collars 
mounted side by side upon a rotatable part, 
of a pair of contact-arms mounted upon the 
middle collar and occupyingposituius at right 
angle to each other, contact-arms mounted 
upon the other collars lying between the 
above-mentioned contacl-arnis and having 
the ends laterally displaced to lie in a rom- 
mon plane with tlie contact-arms on the mid- 
dle collar, and a cojitact with which said con- 
tact-arms individually engage as the contact- 
arms are rotated, substantially as described. 

5. Ae a new article of manufacture^, a coh- 
taet-fingerforcircuit-controliers formed from 
a single jiiece of metal and comprising two 
parallel members carrying at tho ends in- 
wardly-projecting contact -faces extending 
throughout a portion only of (he length of the 
member the outer and inner edges of each of 
said projecting faces being obliciue, whereby 
a contact-arm may be passed between said 
resilient niombci'S, substantially ns described. 

(J. As a now article of manofacture, a con- 
tact-finger, for circuit-controHei"s comprising 
two parallel meraljers" carrying at the ends 
inwardly-projecting contact-faces extending 
througliout a portion only of the length of 
the member, whereby a contact-arm may be 
passed between said resilient members to 
make and break contact with said projecting 
contact-faces, substantially as described. 

7. The combination with a contact-finger 
comprising two resilient members, each mem- 
ber carrying at the end on the inner face an 
inwardly-projecting contact-face extending 
Ihronghont a portion only of tho length of 
the member, of a contact-arm moving in an 
.axial direction between the resilient mem bers 
of saidcontact-fmgersand making and break- 
ing contact with said finger by i)assing into 
and out of contact with the projecting con, 
taet-faees on the resilient members, substan- 
tially as described. 

'8. In a circuit-controller, the combination 
with the bar e^ of insulating material of the 
collars/, f/, 7/, mounted thereon and carrying 
contact-arms lying in a scries of parallel 
planes ana angularly arranged, tlie insulat- 
ing-pieces e' between said collars, the rod e 
passing through a boro in said bar e^and jour- 
naled at the ends, the caps e and e^ and the 
nut e'^ screwing upon the end of said rod e 
and clamping the collars between the caps e 
and e\ substantially as described. 

9. The combination with a rotatable sup- 
port of a number of collars mounted thereon 
side by side, contact-arms carried upon said 
collars and arranged in groups the ends of 
certain of the contact-arms being laterally 
displaced to bring the contact portions of the 
arms of each group in a plane perpendicular 
to the axis of rotation of the support, sub- 
stantially as described. 

591,398, GEORGE H. . ERENUCH, 

Cincinnati, Ohio. Motor-Vehicle. Filed 
Aug. 14, 1896. Patented Oct. 12, 1897. 
Serial No. 602,789, (No model. ^ 
This invention relates to certain new and 
useful improvements in steering mechanism 
for motor-vehicles; and ithas for its objects, 
among others, to provide a simple and cheap 
construction of electrically-ijropelled vehicle 
that can be easily gnidcd and which will re- 
quire but little attention on the part of the 
operator. The parts are few in number and 
those compactly arranged and not liable to 
get out of order. 

Otherobjectsand advantages of the inven- 
tion will hereinafter appear, and the novel 
features thereof will be specifically defined 
by thei appended claims. 

The invention in this instance resides in 
the peculiar combinations and the construc- 
tion, arrangement, and adaptation of parts, 
all asmore fully hereinafter described, shown 
in the drawings, and then particularly pointed 
out in the claims. 

1. The combination with the motor-box and 
the front axle, of the cap on said boi, the 
slide thereon, the pivoted catches and the 
handle, all as set forth. 

2. ThoconihiiiHtion with the front axle and. 
the motor-box, of the cap on said box, uir 
.slide, its guide, the pivoted catches and tlic 
notched curved bar and the liandle and the 
cnrv^d arm carried thereby, substantially af 
specified. 

3. The combination with the vertical rod 



and the handle, of the curved arm carried 
by the handle, the slide, tho pivoted catches 
arranged to be actuated by said slide and 
the curved notched. bar, all substantially aw. 
specified. 

592,682. CHARLES H. BARROWS, 

New York, N. Y. Motor-Vehicle. Filed 

Mar. 10, 1897. Patented Oct. 26, 1897 

Serial No. 626,789. , (No model.) 

My Invention relates t6' improvements in 

motor road-vehicles in which the entire equin- 

ment for propelling the vehicle is carried by 

the wheel to which the power is applied. 

In prior United States I^etters Patent No. 
507,445, granted to me on Septembers, 1396, 
for motor road-vehicles, Ihave shown and de- 
scribed a steering bar or frame which carriet 
tho motor and the batteries for driving the 
same when electric power is employed for the 
propulsion of the vehicle, said motor having 
its shal:t arranged to be thrown intooroutof 
engagrcment frictioually with the periphery 
of the propelling-wheel. 

My present imi>rovement contemplates, 
mainly, a novel construction and combination 
of parts in which the motor is operatively con- 
nected to the propelling-wheel by positive 
gearing. laisocombiuo and organize the ele- 
ments of tho machine so as to couuterbarance 
the weight on tlie axle of the propelling-wheel 
thereby enabling the wheel and motor to run 
without undue friction, wear, and strain on 
thf^ operauve parts of the machine. 

J. Tn a motor road-vehicle,- the combina 
tion with a yoke, of an laxle mounted, there- 
in, a traetion-wheel, and a motor supported 
directly on said axle and operatively con- 
nected by dii-ect positive gearingto said trac- 
tion-wheel-, independently of thd tire there- 
on, for the purposes described, substantially 
as set forth. 

2. In a motor road-vehicle, the combiaa- 
tion with a steering-yoke and means for con- 
trolling the same, of an axle mounted in said 
yoke, a traetipn-wheel, and_[^a motor carried 
directly on said axle and having its motor- 
shaft connected by direct positive gearing to 
the traction-wheel independently of the tire 
thereon, substantially as and for the pury 
poses described. 

3. In a motor road-vehicle, the combina- 
tion with a steering-yoke, and an axle there- 
in, of a traction-wheel, a motor carried di- 
rectly on said axle and having its motor-shaft 
connected by positive gearing to said traction- 
wheel, a steering bai or lever independent of 
said motorandconnected with said yoke, and 
iHotor- controlling devices carried by said 
steering bar or lever, substantially as and for 
the purposes described. 

4. The combination with a steering-yoke, an 
axle, and a traetion-wheel, of a power equip- 
ment independeAt of the steering devices and 
arranged to be carried entirely by said axle 
and embracing a motor the shaft of which is 
operatively connected by direct positive gear- 
ing with the traction- wheel, substantially as 
and for the purposes described. 

5. Thecombiuation withasteering-yokejan 
axle, and a traction-wheel, of a frame or 
frames supported directly- by said axle, a 
power equipment carried by said frame or 
frames and embracing a motor the shaft of 
which is geared posi'ivelyand directly to the 
traction-wheel, and a steeringbarorlever in- 
dependent of said power equipment and car- 
rying the motor-controlling mechanism, sub- 
stantially as and for the purposes described. 

G. The combination with a yoke or frame, 
an axle, and a traction- wheel, of a gear ao- 
tach^d to the traction-wheel, a frame sup- 
ported by said axle, and a motor carried by 
the frame aad having its motor-shaft pro- 
vided with a pinion which meshes with the 

gear on said traction- wheel, as and for the 
purposes- described. 

7. The, combination with a yoke or frame, 
an axle, and a traction-wheel, of a frame car- 
ried by the axle, an electric motor mounted 
in said frame and having its shaft geared 
positively hj spur-gearing to the traetion- 
wheel, and a battery also supported by said 
frame and arranged to balance the motor. 

8. The combination with a yoke or frame; 
an axle, and a traction-wheel, of a power- 
equipment frame supported by said axle, an 
electric motor and a battery therefor carried 
by said frame to balance each other, and the 
shaft of said motor geared directly by posi- 
tive spur-gearing t,o the traetion-wheel inde- 
pendently of the tire thereon, a steering-bar, 
ind motor-controlling devices carried by said 
steering-bar, for the purposes described, sub- 
stantially as set forth. 

9. The combination with a yoke or frame 
ind an axle, of carrying-frames supported by 
saidaxle, atraction-wheel fitted loosely there- 
?ii , an electric power equipment havinga bat- 
';ery carried by said frames and a motor 
geared to the traction-wheel by positive epur- 
gearing, and a steering bar or lever carrying 
a circait-e.outroUer which i^ included, in An 



electric circuit with said battery and motor 
of the electrical power equipment, suDstan- 
tially as and for the pirrposes described. 

10. In a motor road-vehicle, the combina- 
tion with a suitable vehicle or carriage, of a 
j'oke or frame pivotally connected therewith 
and carrying a nou-rotatable axle, a traction- 
wheel fitted on said axle, a power mechanism 
sustained by said axle and embracing a mo- 
toj- which has it-jsliaft operatively connected 
by direct spur-gearing to said tra«tion-wheel, 
a steering bar or lever, independent of the 
power equipment and connected to said yoke 
or frame, and motor-controlling devices car- 
ried by said steering bar or lever, as and for 
the purposes described. 

594,805. HIRAM P. MAXIM, Hartford, 
Conn. Motor-Vehicle. Filed May 3, 
1897, Patented Nov. 30, 1897.. Serial No. 
634,841. (No model.) 

This invention relates in general to the con- 
struction of motor- vehicles of that class which 
are intended for use as road- vehicles or horse- 
less carriages. 

One main object which I have had in view 
in the present invention has been to make 
the use and care of such vehicles by tho!>o 
who are mechanically unskilful perfectly safe 
and fehsible and free from danger of injury 
either to the vehicle or to the person through 
ignorance or carelessness. I have also sought 
to improve the general construction of'such- 
vehicles, so that they shall be better adapted 
to the conditions of use. 

Certain of my improvements relate espe- 
cially to the means of propulsion, the source 
of power being an electric storage battery car- 
ried by the vehiclej but other features of the 
invention might be applied to vehicles pro- 
pelled by other motive power. I have im- 
^iroved the constrnction of the running-gear' 
to the end that it maybe verj' strong and well 
adapted to withstand rough usage without 
being exceedingly heavy. I have also devised 
efficient and desirable means for supporting 
the considerable weight of the storage bat- 
teries or other source of power. 

Another part of my invention relates to the 
uonstructionandsuspensionof themotor and 
the driving connections thence to the driv- 
ing-shaft of the yehicle. I have also provided 
novel and desirable means for secui-ing the 
diiving-wheels to the driving-shaft. 

The various features of my invention will 
be more fully described hereinafter with ref- 
erence to the accompanying drawings, in 
which they are represented in convenient and 
practical embodiments as applied together 
to a suitable vehicle, although it is obvious 
that they are not necessarily applied to a sin- 
gle structm-e. ' 

In another application for Letters Patent 
of the Un-ited States, filed June 3, 1890, Serial 
No. 5!J4,0oS, I have shown and described irf 
full a motor- vehicle of the same general class 
as that to which this invention particularly 
relates. Certain features, particularly those 
which relate to the manner of attaching the 
front or steering wheels to the running-gear, 
are substantially the same as the correspond- 
ing features of the veiiicle chosen for illus- 
tration of the present invention, and there- 
fore need notbe particularly described herein. 
In some respects the present invention mayb© 
regarded as an improvement upon the inven- 
tion disclosed in the said application, while _ 
in other respects this invention is wholly in- ' 
depeudectof said former invention, particu- 
larly so far as relates to the means of propul- 
sion, which, as herein shown and described, 
is an electric motor driven by a storage bat- 
tery, while in sa,id former application the mo- 
tor shown and described was of the explosive- 
engine type. 

1. A running-gear frame for a vehicle hav- 
ing its side members composed each of two 
rods or bars one above the other, curved or 
arched upwardly and connected together at 

their ends and having a front membercuired 
or arched downwardly and connected to the 
side members at Its ends. 

2. A running-gear frame for a vehitfle hav•^ 
ing its side members composed of two rods or 
bars one above the other, curved or arched 
upwardly and connected together at their 
ends, and having a front member curved or 
arched downwardly and connected to the side 
members at its ends, and An axle carved or 
arched upwardly and connected to the front 
member at its middle. 

3. The combination, in a vehicle with, a 
ronniug-gear frame haying its frontmember 
composed of two rods' orbara one above the 
other, curved or arched downwardly, of an 
axle pivotally connected to said front mem- 
ber to swing in a substantially vertical plane 
and vertical bearing-jaws extended down- 
wardly from said front member to support tbe 
axle against movement in a horizontal plane. 

4. The combijiation, in a vehicle with a 
running-gear fi'ame, having its front member 
composed of two rods or bars one above the 



other, curved or arched downwardly, of a 
front axle curved or arched upwardly and pi V- 
otally connected to the front member to swin^ 
in a Bnbstautially vertical plane and vertical 
bearing-jaws extending downwardly from 
said front member to support the axle against 
movement in a horizontal plane. 

5. In a motor-vehicle, the combination with 
the driving shaft or axle having a taper-shoul- 
der and a screw-threaded end, of a wheel hav- 
ing A hub with a taper fit upon aaid taper- 
sh.oulder and a nut to engage the threaded 
end of said shaft or asl6 and force and hold 
the hub upon its seat on said axle. 

6. In a motor-vehicle, the combination with 
a driving shaft or axle having a taper-shoul- 
der and a screw-threaded end with flattened 
sides, of a wheel having a hub with a taper fit 
upon, said taper-shonlder and formed to fit 
upon said end with flattened sides and a nut 
to engage said threaded end of said shaft or 
axle and force or hold the hub upon its seat 
on said axle. 

7. lu a motor-vehicle, the combination with 
the running-gear frame having a rear mem- 
ber, a driven shaft or axle and a motor, of 
hanger or brackets supported from said rear 
member and having bearings for said shaft 
OP axle and hangers or brackets supported 
from said roar member and having bearings 
for the armatnre of said motor, and reducing 
mechanism between said motor and said shaft 
or axle. 

8. In amotor-vehicle,thecombinationwith 
the rear member of.the running-gear frame, 
a d riven shaft or axle and a motor, of hangers 
ol" brackets supported from said rear member 
and having bearings for said shaft or axle, 
other hangers or brackets supported from 
said rear member and havijig bearings for 
the armature of the motor, arms projecting 
from the first-named hangers or brackets, a 
counter-shaft having bearings in, said arms 
and reducing-gears connecting the armature 
of the motor, thecounter-shaftand the driven 
shaft or axle. 

9. In a motor-vehicle, the combination with 
the rear member of the running-gear frame, 
a two-part driven shaft or axle, a balance- 
gear interposed between the two parts of said 
driven shaft or axle, two hafigers or brackets 
supported from said rear member and having 
bearings for each part of said driven shaft or 
axle, two hangers or brackets also supported 
from said rear member and having bearings 
for the armature of said motor and reducing- 
gears interposed between said armature and 
said balance-gear. 

^ 30. In a motor -vehicle, the combination 
with the rear member of the running-gear 
frame, a driven shaft or axle and a motor, of 
hangers or brackets supported from said rear 
member and having bearings for said driven 
shaft or axle, and two hangers or brackets 
supported from said rear memberand having 
bearings for the armatnre o^ said-motor and 
supporting the field-coife of said motor. 

11. In a motor- vehicle, the combination 
with the running-gear frame having a rear 
member, a driven shaft, a counter-shaft and 
a motor, of hangers or brackets having bear- 
ings for driven shaft, counter-shaft and >no- 
tor, gears between said motor, counter-shaft 
and driven shaft, and a two-part casing in- 
closing the gears between said motor and 
connter-shaft and secured to said hangers or 
brackets. 

12. In a motor -vehicle, the combination 
with the running-gear frame having a rear 
member, a driven shaft, a connter-shaft and 
a motor, of hangers having bearings for said 
driven shaft, counter-shaft and motor, gears 
between said motor, counter-shaftand driven 
shaft, and a two-part Ciising inclosing the 
gears between said coanter-shaft and said 
driven shaft and secured to Said hangers or 
brackets, 

596,272. -HOSEA W. LIBBEY, Boston. 

Mass. Electric Bicycle. Filed Nov. &, 

1896. Patented Dec. 28. 1897. Serial 

No. 568,247. (No model.) 

The object of ray invention is to produce a 
bicycle tobe propelled by electricity generated 
by primary batteries and in motors therefor. 

U Will oe seen tnat oy tins consLruction a 
ver}- compact vehicle is produced, and by 
having" the battery divided by a longitudinal 
portion d and any ordinary means for con- 
necting and disconnecting the wires tlLere- 
with the vehicle can be driven by eitherside 
or by both sides of said battery, as may be 
desired. Thus only one half of said battery 
may be used on level roads and both halves 
employed when climbing a hill, and by em- 
ploying the rear double-treaded wheel for the 
driving-wheel a double amount of traction is 
obtained. Thus the vehicle is more easily 
nropelled. 

In a bicycle, the combination, with a frame, 
of an electric battery and motor thereon, said 
motor comprising a series of straight, paral- 
lel, central, permanent field-magnets hrvvinjr 



ELECTRICITY 

tlicU- poles iirranged aUonuvtely with <-';u-h 
other, a shaft having its axis concenl.ii<' with 
the magnets, a plato upon the shaft on eacli 
siflfi of the mn'jnets, a series of armatures for 
each plate, each series of armatures consist- 
ing of a pair of horsoshoe-magnets passed 
ll.iough and insulated from tlio plates, a eoil 
upon the inner end of eacli of the horseshoe- 
magnets, a commutator for each series of ar- 
matures, the brush of each of which engages 
with the central magnets, and means for trans- 
mitting the motion of the motor to the driv- 
inir-wheel, substantially as set forth. 

596,273. HOSEA W. LIBBEY, Boston, 

.Mass. Electric Bicycle. Filed 13ec. 14. 

1895- Patented Dec. 28, 1897. Serial 

No. 572.206. (No model.) 

My invention relates to electrically - pro- 
pelled bicycles, and has for its object to pro- 
duce a vehicle that will be simple, compact, 
and efficient; and it consists in the uovol fea- 
tures of the same, as will bo hereinafter more 
fullv set forth. 

The motors ma3' be of any desired construc- 
tion, but arranged a snitablo distance apart 
aud connected together by a crank-shaft, tlfc 
crank of which rotates between said motoi-s 
and imparts motion to a divided rod. as be- 
fore described. 

On each side of the front portion of the 
fi-anie is fitted a foot-rest, and the machine 
may be fitted with a brake of ordinary con- 
struction. 

It will bo seen that by this construction a 
very compact and powerful machine is pro- 
duced, the vehicle being driven by two elec- 
tric motors operating a crank-shaft, which by 
the divided rod communicates motion to both 
cranks of the driving-wheel, and should one 
of the motoi-s be disabled from any cause the 
machine can be still nropelled by the unin- 
jured one 

1. In a bicycle, the combination, with a 
frame, a portion of which is bifurcated, of an 
electric battery upon the bifurcation, a motor 
upon each side ot the bifurcation of the frame, 
an a.\le in said bifurcated portion common to 
both of said motors, and a bifurcated pitman 
connecting tlie said crank-shaft with the driv- 
ing-wheel, substantialLv, asset forth. 

2. In a bicycle, the combination, with a 
looped frame, the lower portion of which is 
bifurcated, of an 6leetriebatteryu])on the bi- 
furcation, a metal ring secured to each side 
of the bifurcation, a series of horseshoe-mag- 
nets secured to each of said rings, a crank 
through the bifurcated portions of the frame 
coueentric ^ith the rings, magnets upon each 
end of the crank outside of .the looped por- 
tion, and means for communicating the mo- 
tion of the crank to the driving-wheels, sub- 
stantially as set forth. 

596,274. HOSEA W. LIBBEY, Boston, 

Mass. Electric Bicycle. Filed Dec. 14 

1893. Patented Dec. 28, 1897. Serial 

No. 572,208. (No model.) 

Jly invention relates to certain iniproye- 

inents in electric bicycles; and theinvcntiou 

consists in imparting motion to the rear wheel 

from a ^lotor or motors arranged vertically 

over said wheel by means ot sprocket-wheels 

and chain, said motor being supplied with 

electric energy from a battefy supported in 

the loon of the frame between the wheels. 

1. In a bicycle, the combination, with a 
frame provided with a vertical rear fork, of 
a double motor upon the fork, means for com- 
municating motion from either one or both of 
the motors to the driving-wheel, a double elec- 
trical battery upon the frame, and means for 
communicating energy from either of the mo- 
tors to the driving-wheel of tlie bicycle in a 
line with the rear fork, substantially as set 
forth. 

2. In a bicycle, the combination, with a 
frame provided with a vertical rear fork, ot 
a plate upon the top of the fork, provided 
with vertical standards, a double motor in 
said standards each end of the shaft ot which 
is provided with a sprocket-wlieel, a chain 
from each of the wheels to the driving-wheel, 
a double electrical battery upon the frame, 
and means for communicating energy from 
the battery to the motor, substantially as set 
forth. 

3. In a bicycle, the combination, with a 
tr.ame, provided with a yerlioal roar fork, of 
a plato upon tho fork' provided with vertical 
standards, a shaft journaled iu said stand- 
ards, each end of which is' provided with a 
sprocket-wheel, a sprociict-chain from each 
end of the shaft to Ihedriving-whool, a double 
battery upon the frame, aud mcTos tor com- 
municating energy from the ballapy to the 
shaft, substantially as set forth. 

598.228. HERMANN G. MEUMAN. 



529 



Bessemer, Ala. Velocipede. Filed Aug. 

7,1897. Patented Feb. 1 , 98, Serial .No. 

647.435. rNo model.) 

My invention has relation to velocipedes, 
and more particularly to that class of ma- 
chines known as "duple.K." 

The object of the invention is to provide a 
machine of this character which, while re- 
sembling iu mauy respects 'the luachino for 
which I made application for Letters Patent, 
Serial No. G20,097, embodies certain changes 
iu tho construction whereby tho present ma- 
chine will run more easily and have a bettor 
support upon the ground. 

A further object is to provide means so 
that should the machine become damaged or 
it bo desired to disconnect the ordinary bioy- 
clesirom the machine-frame proper this dis- 
connection may be effected without disturb- 
ing the ball-bearings. 

■\Vith those objects in view the invention 
consists of certain features of construction 
■anj combination of parts, wliich will bo here- 
inafter fully described and claimed. 

It will.be noticed that in removing tho bt- 
eyclos from the main frame the balls iu the 
crank shaft hangera will not be disturbed in 
the least, owing to the fact that the sleeve 
always remains in the hanger. This is a de- 
cided improvement over my former device 
covered by the application for patent above 
referred to, as it permits of a morereadysep- 
aration of the parts of the bicycle from the 
J)icycle-fram6. 

1. In a velocipede, the combination with 
two bicycles of ordinary construction, of a 
main frame removably hung to the bicycle- 
frames, spring -balances connected to the 
frame and removably connected to the bicy- 
cle-frames, and a motor supported by the main 
frame and geared with the propelling mcoh- 
aniam ot the two bicycles, substantially as 
set forth. 

2. In a velocipede, the combination with 
two bicycles of ordinary constraction, of a 
main frame having bearings, hanger-sleeves 
exteridingthroughsaid bearings and provided 
with clamping-bolts to removably connect the 
bicycle-frames with the main frame, spring- 
balances consisting of segmental tubes suit- 
ably secured to the main frame and provided 
with a segmental slot, springs arranged within 
said tubes, blocks interposed between the ad- 
jacent ends of the springs, a clamp-bolt con- 
nected to said block and removably clamped 
to tho bicycle-frame, and a motor supported 
by tho main frame and geared with the driv- 
ing mechanism of the bicycles, substantially 
IS set forth. 

3. In a velocipede, the combination with 
■he bicycle-frames and the main frame, of A 
'langer^leeve removably connected to the b'- 
cycle-f rame and supported in bearings formed 
in the main frame, and provided with a 
threaded portion, rings screwed upon said 
threaded portion, and nuts screwed upon tho 
bearings of the main frame and against said 
ring, whereby the main frame is allowed a 
rocking motion with respect to the bicycle- 
frames or vice versa, andjsjirevented from 

shifting sidewise or laterally, substantially as 
set forth 

598,314. WALTER A. CROWDUS, 

Chicago, 111. Automobile Vehicle. Filed 
Oct. 9. 1896. Patented Feb. 1, 1898. Se. 
rial No. 608,362. (No model.) 
My invention relates particularly to that 
class n( vehicles that are adapted to be self- 
propelled on the common wagon-roads and 
which are generally known as "motocycles," 
and especially to the means foroperating such 
vehicles. 

The principal object of my invention is to 
provide a simple, economical, and efficient 
automobile vehicle with an electric motor. 

A further object of my inv.ntion is to pro- 
vide an electrically-propelled vehicle with an 
automal ic clutch for picking up the load after 
the motor is energized. 

A further object of my invention is to Dro- 
\'ide ail automobile veliicle with an elec'trie 
motor and means for varying the resistance 
of the motor simultaneous with the changini; 
of the electromotive foi'ce of the electr-ic en- 
ei'gizer. 

Further objects o.f my invention will be ap- 
parent from the following description, claims, 
and examination of the drawings. 

The invention consists principally in an or- , 
ganized vehicle in w hich there is combined an 
electrically-actuated motor norm.ally disen- 
gaged fi'om the driven wheel or wheels and 
provided with a friction-clutch arranged to be 
auloiiiati"ally engaged, with the driven wheel 
or wheels after tlio motor has be"n enej-gized 
by electric current. 

The invention consists, farther, in an or 
ganized electrically-propelled vehicle having 
combined therein twosets of electric bar ferJe's 



530 



ELECTRICITY. 



)i single shunt- wound oleelric motor arranged 
to be connected with the driving wlieel or 
wheels, and means for varying the resistance 
of the motor simnltaneous, ornearlyso, with 
the changing of the electromotive force of the 
batteries. 

The invention consists, further, in an or- 
ganized motovehiclo having combined there- 
iu two sets of batteries, a speed-rogulatiiig 
switch, a shunt-wound electric motor, and a 
polo-clianging switch connected with the bat- 
teries and arranged to be actuated l>y the 
movement of the moior-switch to vary the 
electromotive force of the batteries and the 
speed of the motor. 

The invention consists, further, in combin- 
ing with an automobile vehicle a steering- 
handle arranged toguide tlie vehicle by its lat- 
eral movements and control thespeed by a ro- 
tary movement. 

The invention consists, further and finan3', 
in the features, combinations, and details 
of construction hereinafter described and 
claimed. 

It will be noticed that when tlie main switch- 
lever is on the first set of three buttons the 
motor is operated with one-half of the electro- 
motive force that it wilt receive when the 
switch-lever is on the last or second set ot 
three buttons and that by this means I am 
enabled with only two series winding on the 
motor-field to obtain six variations of speed. 
This is accomplished by a sndden interrap- 
tion of the battery-circuit stmultaueons or 
nearly so with the passing of the main switch- 
lever from the first to the. second set of bjit- 

tODS. 

1. In automobile meohanism, the combina- 
tion of a, motor, a driven wheel or wheels 
mounted upon a shaft or shafts, and friction- 
clutch mechanism adapted to be automatic- 
ally actuated by centrifugal force to set the 
frictional clutch mechanism and engage the 
motor-shaft with the driven wlieel or wheels, 
substantially as described. 

.2. In vehicles of the class described, the 
combination of an electrically-actuated motor 
provided with an armature-shaft, a driven 
wheel or wheels mounted upon a shaft or 
shaftsaud normally disengaged from the mo- 
tor, and a friction-clutch arranged to be au- 
tomatically actuated by centrifugal force to 
engage the driven wheel or wheels with the 
armature-shaft after the motor has been en- 
ergized by electric current, substantially as 
described. 

3. In vehicles of the class described, the 
combination of an electrically-actuated motor 
providedwith an armature and shaft,a driven 
wheel or wheels mounted upon a shaft and 
normally disengaged from the armature-shaft, 
friotiou-clutch mechanism adapted to be au- 
tomatically actuated by centrifugal force to 
aatomatically engage the driving wheel or 
wheels with the armature-shaft after the mo- 
tor has been energized, substantially as de- 
scribed. 

i. In vehicles of the class described, the 
combination of an electrically-actuated motor 
provided with an armature and shaft, driven 
wheel or wheels provided with gear mechan- 
ism, independently-mounted shaft or shafts 
forming practical independent e.'itensions of 
the armature-shaft and providedwith mech- 
anism engaging with the gears of the driving- 
wheels, and clutch mechanism adapted to be 
actuated by centrifugal force to automatic- 
ally engage the armature-shaft with the in- 
dependently-mounted shaft or shafts after 
the motor has been energized, substantially 
as described. 

5. In automobile mechanisms, a friction- 
clutch adapted to be automatically actuated 
by centrifugal force consisting of an outer 
friction-shell, an eccentric mounted uppn a 
second shaft, an eccentric - strap loosely 
mounted upon the eccentric and carrying a 
split circular spring, a shoe upon the split 
circular spring adapted to be engaged with 
the outer friction-shell, and spring meehan 
ism connecting the eccentric with the shoetc 
regulate the movements of the shoe at differ- 
ent speeds, the parts being so arranged that 
the shoe and friction-shell will be engaged at 
certain predetermined speeds, substantially 
as described. 

6. In vehicles of the class described, the 
combination of a shunt-wound electric motor 
an-ncged to be connected with the driving 
wheel or wheels, two sets of electric batteries, 
and means for varying the resistance of the 
motor simultaneously, or nearly so, with the 
changing of .the electromotive force of the 
batteries, substantially as described. . 

7. In vehicles of the class described, the 
combination of a shunt-wound electric motor 
arranged to be connected with the driving 
wheel or wheels, two sets of electric batteries, 
at least two sets of buttons connected with 
each other and electrically con nected with the 
field-windings of the motor, a main switch 



for connccting'the batteries with thebuttons, 
and a pole-changing switch adapted to auto- 
matically shift the batteries from parallel to 
series relation with each other, or vieffvorea, 
simultaneously, or nearly so, with the passing 
or bridging of the main switch from one set 
of field-buttons to the other, substantially as 
described. 

3. In vehicles of the class desci-ibcd, the 
combination of a shunt-wound electric motor, 
two sets of electric batteries, a speed-regu- 
lating switch, a pole-changing switch con- 
nected with the batteries and arranged to be 
actuated by the movements of the speed-regu- 
lating switch to vary the electrojuotive force 
to the mofor, substantially as described. 

9. In vehicles of. the class described, the 
combination of a motor arranged to be con- 
nected with thedriven wheels, and a steering- 
handle arranged to guide the vehicle by its 
lateral movements and control the speed of 
the motor by its rotary movements, substan- 
tially as described. 

to. In vehicles of the class described, the 
combination of an electrically-actuated mo- 
tor, a set or sets of electric batteries con- 
nected with the same, a switch for regulating 
the .speed of the motor, and a steering-handle 
to guide the vehicle by its lateral movements 
and operate its switch by its rotary move- 
ments, substantially as described. 

11. In vehicles of the class described, ike 
combination of an electrically-actuated mo- 
tor, a set of electric batteries Connected with 
the motor, switch and steering mechanism io 
regulate the speed of the motor by a rotary 
movement of the mechanism and guide the 
direction of the vehicle by a lateral move- 
ment of said switches and steering mechan- 
ism, substantially as described. 

1-2. In vehicles of the class described, the 
combination of an electrically-actuated m(f 
tor, a set or sets ot electric batteries con- 
nected with the motor, a switch arranged on 
the inner side of the vehicle to be visible to 
the operator of the vehicle to regulate th, 
speed of the vehicle, and a flexible handle 
for guiding the vehicle, operating the switch, 
and adapted to be swung up and dowt^oDt 
of the way of the operator and to minimize 
the shock or jar to the operator's hand, sub- 
stantially as described. 

1.3. In an automobile vehicle, the combina- 
tion of a speed-regulating and steering han- 
dle having a rotary and a lateral movement, 
and an indicator arranged to bo actuated by 
the handle to indicate the rate of powet* or 
speed admitted to the propelli^ig-motor, sub- 
stantially as described. 

14. In yohicles of the class described, the 
combination of an electrically-actuated mo- 
tor, a set or sets of electric batteries con- 
nected therewith, .1 speed-regulating switch 
arranged on the dashboard of the vehicle, a 
flexible handle portion arranged on a rotata- 
ble shaft and provided with a pulley at its 
inner end, belt or cable mechanism connect- 
ing the pulley of the rotatable handle-shaft 
with the speed-regulating switclfto move the 
switch by the rotary movements of the han- 
dle, substantially as described. 

15. In vehicles of the class described, the 
combination of a wagon-body having a plat- 
form carrying Mectric batteries, and an in- 
closing seat and case portion pivoted to the 
body portion and arranged to be swung up- 
wardly to permit inspection of the parts, and 
when in closed position to protect the bat- 
teries and other parts, substantially as de- 
scribed. 

598,819. GORDON J. SCOTT, Phila- 
delphia, Pa. Velocipede, Filed May 4, 
1897. Patented Feb. S, 1898. Serial No. 
634,994. (No model.) 
The object of the invention is toprovide 
ueans for driving the vehicle at varying rates 
of speed according to the variation in grades 
vithout the use of changeable gearing or the 
necessity for altering the speed of the pedals. 
With an ordinary velocipede, unless it is 
equipped with a. speed reducing and multi- 
plying device of gome kind, variations in speed 
can only be attained by increasing or decreas- 
ing the speed of the pedals, and with an ordi- 
nary gear upon a level road the speed is lim- 
ited by the inability of the rider to turn the 
cranks at a very high rate notwithstanding 
he may have the strength to propel the vehi- 
cle at the higher speed with a higher gear. 
In other words, even though the lider were 
doing no work there is a limit to the speed 
at which ho is able to turn the cranks. By 
my improvements the crank speed may be 
kept uniform, while the velocipede may vary 
in speed automatically according to the grade 
of the J'oad, and upon level roads very high 
speeds may bo attained with a moderate speed 
of the crank-shaft. 
In carrying out mj' invention I mount upon 
I the frame of the velocipede a small series- 



wound dynamo which is driven by a pulley or 
sprocket-wheel upon the crank-shaft, and I 
connect this dynamo by suitable circuits to 
a series-wound electric motor, also mounted 
upon the velocipede and geared to one or more 
of the driving-wheels. 

1. Tte combination with a vehicle having 
driving-pedals and a driving-wheel, of a dy- 
namo upon the vehicle and operated from the 
pedals, an electric motor n pon the vehicle and 
in circuit with the dynamo, and a connection, 
between the motor and the driving-wheel for 
rotating the latter, substantially as described. 

3. The combination with a vehicle having 
driving-pedals and a driving-wheel, of a dy- 
namo upon the vehicle and operated from the 
pedals, a series-wound electric motorupon the 
vehicle and in circuit with the dynamo, and 
a connection between the motor and the driv- 
ing-wheel for driving the latter, substantially 
as described. 

3. The combination with a velocipede hav- 
ing a frame, crank-shaft, cranks, pedals, and 
a driving-wheel, of a pulley upon the crank- 
shaft, a dynamo upon the frame and conneced 
with said pulley, a series- wound electric mo- 
tor mounted on the frame and in circuit with 
tile dynamo, a puiley connected with the drivr 
ing-wheel, and a connection between the mo- 
tor and said latter pulley, substantially as de- 
scribed. 

4. The combination with a vehicle having 
driving-pedals and a driving-wheel, of a se- 
ries-wound dynamo upon the vehicle and op- 
erated from the pedals, a series-wound elec- 
tric motor upon the vehicle and in circuit 
with the dynamo, and a connection between 
the motor and the driving-wheel for driving 
the latter, substantially ar> described. 

602,302. REGINALD T. D. BROUGH- 
AM and WALTER C. BERSEY, Lon- 
don, England., assignors to the Electrical 
Vehicle Syndicate, Ltd, same place. Sus- 
pending Batteries on Carriages. Filed 
Dec. 13,1897. Patented Apr. 12, 1898 
Serial No.. 661, 725. : No model.) 
According to this invention the box con- 
taining, the electrical accumulators or bat- 
teries used for the propulsion of motor-car- 
riages is suspended at its corners by rods and 
links which are carried 'by springs mounted 
on the frame of the vehicle, the springs allow- 
ing motion in a vertical direction. At each 
side of the box there is a radial bar which is 
pivoted at one end to the frame of the car- 
riage and at the other end to the box. By 
these means undue oscillations and shocks 
liable to injure the accumulators or batteries 
are prevented. 

1. The combination of the carriage-frame, 
a box, springs suspending the box from the 
frame and a rod pivoted at one end to the 
frame and" at the other to the box. 

2. The combination of the carriage-frame, 
springs supported by the frame, links sup- 
ported by the springs, a box hung on the 
links and a rod pivoted at one end to the 
frame and at the other to the box. 

603,198. HENRY G. MORRIS and PE- 
DRO G. SALOM, Philadelphia, Pa. 
Electrically-Propelled Vehicle. Filed 
Sept. 29, 1896. Patented Apr. 26, 1898. 
Serial No. 607,346. .(No model.) 
The object of our invention is to so con- 
struct an-«lectricaIly-propeUed vehicle that 
the motor and batteries will be carried by the 
front wheels, so that any form of body can 
be attached thereto and carried by the rear 
wheels. 

Heretofore in the manufacture of elec^trie 
carriages in which batteries are used the bat- 
tery-box was supported by the front and rear 
trucks, so that the entire carriage had to be 
designed with special reference to the bat- 
tery-box and motors. By our invention we 
mount all the mechanism on the front truck 
iand can attach thereto a body portion either 
in the form of a coupii, landau, barouche, or 
any form of wagon-body without disturbing 
the design of the driving parts of the appa- 
ratus. 

■~1. The combination in an electrically-pro- 
pelled vehicle, of a front axle, motor mounted, 
thereon, a forward structure forming partot 
the vehicle-body and located directly above 
the front axle and carrying thft battery, a 
rear axle, a carriage or wagon body trailing 
from the front structure and mounted upon 
the rear axle, substantially as described. 

2. The combination- in an electrically-pro- 
pelled vehicle, ot a front axle, its wheels, a 
motor mounted on the front axle, a rear axle, 
wheels thereon, a battery-carrying structure 
located directly above the front axle, a body 
mounted upon the rear axle and connected to 
the said battery-carrying structure, the mo- 
tors being geared to the front wheels, and 
steering mechanism connected to the rear 
"wheels, substantially as described. 



3. The combination in an electrieally-pro- 
pelled vehicle, of a front axle, two independ- 
ent wheels thereon, two motors on the axle. 
one motor geared to one wheel and the other 
motor geared to the other wheel, a rear axle, 
wheels thereon, a battery-carrjing strnctare 
mounted above the front axle and motel's car- 
ried thereby, and a body attached to the said 
strnctnre and supported by the rear axle, 
with steering mechanism, substantially as 
described. 

4. The combination in an electrically-pro- 
pelled vehicle, of a front axle, its wheels, mo- 
toM on the front axle, one motor geared to 
one wheel and the other motor geared to the 
other wheel, springs mounted on the axle, a 
battery-holding structure mountedabove the 
front axle and supported by the springs, a 
rear axle and its wheels, springs carried there- 
by and a body attached to tlie battery-carry- 
ing strocture and mounted on the springs of 
the Tear axle, snbstantially as described. 

5. The combination in an electrically-pro- 
pelled vehicle, of a front axle, its wheels, an 
internal gear mounted on each wheel, two 
motors mounted on the front axle and having 
pinions, the pinion of one motor geared to the 
internal gear of one wheel and the pinion of 
the other motor geared to the internal gear 
of the other wheel, springs on the front axle, 
a battery-cari-ying structure mounted on the 
springs directly over the front axle so that 
the front wheels will sustain the weight there- 
of, a rear axle and its wheels and a body at- 
tached to the battery-carrying structure at 
its forwai*d end and carried at the rear by the 
rear axle, substantially as described. 

604,874. REGINALD T. D. BROUGH- 
HAM and WALTER C. BERSEY, Lou- 
don, England, assignors to the Electrical 
Vehicle Syndicate, Ltd, same piacc-. 
Safety Device for Electric Carriages. 
Filed Dec. 13. 1897. Patented May 31, 
1898. Serial No. 661.726. (No model.) 
The object of this invention is to prevent un- 
authorized persons from starting electrically- 
propelled carriages when left by the driver. 
For this purpose a "plug" or "key" box with 
two open contacts insjide is interposed between 
one pole of tlie battery and the switch con- 
trolling the motor. A plug or key of special 
design (which may be varied so that each key 
will only fit its own box) is proWded to con- 
nect the two contacts inside. "WTien the driver 
leaves the carriage, he removes the plug o' 
key and takes it with him. While this plu^' 
or key is out it is impossible to start the mo 
tor or move the carriage. 

1.. The combination of a closed box, a key 
hole leading into the box, two open contact;- 
within the box remote from the keyhole and 
connected to the circuit-wires and a key so 
shaped that it passes through the keyhole 
and when the key is turned connects the con 
tacts. 

2. The combination of a closed box, a key 
leading into the box, two open contacts with 
in the box remote from the keyhole and cou 
nected to the circuit-wires, a key so shapen 
that it passes through the keyhole and a pro- 
jection on the key adapted to cuter betweeu 
the contacts. 

606,070. JOHN E. M. BECKER, New 

York, N. Y.. assignor to Emily M. Dun- 
ton, HolIis.N.Y. Vehicle-Wheel. Filed 
Sept. 1. 1897. Patented June 7, 1898. 
Serial No. 650,223. (No model.) 

1. A vehicle-wheel having a lat«i'ally-pro- 
jecting flange combined with a frame having 
acoiTesnondinirlv-Droiectiotr flnutre that sur- 
rounds the wheel-flange, and antifriction-balls 
interposed between the flanges, substantially 

^as specified. 

2. A vehicle-wheel having a laterally-pro- 
jecting flange vjombined with a duplex frame 
having a pair of inwardly-projecting flanges 
that surround the wheel-flange, and antifric- 
tion - balls interposed between the wheel- 
flange and the frame-flanges, substantially 
as specified. 

3. A vehicle-wheel having a lateially-pro 
jecting doubly-grooved flange combined with 
a duplex frame having a pair of inwardly- 
projecting flanges that surround the ".vheel- 
flange, and antifriction-balls interposed be- 
tween the wheel-flange and the frame-flanges, 
snbstantially as specified. 

4. In a vehicle, the combination of a wlieel 
having a laterally-projecting flange, with a 
pivoted frame having a correspondingly-pro- 
jecting fliingo that surrounds the vrliofl-llangc, 
an! ifriction -balls interposed between the 
flanges, means for imparting rotary inolion 
tothewheel, and means for turning the frame 
on its pivot, substantially as specified. 

607,997. LOU'S KRIEGER, Paris. 
France. Electrically Self-PropeKed Ve- 
hicle. Filed Mar. 11. 1897. Patented- 



ELECTRICITY. 

July '26. 1898. Serial No. 627,009. (No 

model.) Patented in France Jan. 22, 1895, 

No. 244,542, and in Germany Feb. 6, 

1895. No. 87.401. 

This invention relates to electrical appara- 
tus for driving vehicles, the arrangement be- 
ing such that the wheels of the fore carriage 
oftho vehicle will bo driven, while at the 
same Lime allowing of the steering of the said 
vehicle by means of the fore carringe. 

In order to enable my invention to be Lhur- 
oughly undei-stood, I shall first set forth the 
principle of the same and then illustrate its 
application to a vehicle, which may be of any 
suitable tyne. 

According to "my invention the wheels of 
the fore carriage of a vehicle are couvcfted 
into driving-wliecls by driving each of them 
separately, either by an electric motor or by 
one of the arn atures of a double machine. 

The uumbcr of the wheels of the fore car- 
riage may vary. When there are more than 
two, only one whcol on each side of the fore 
carriage can be driven. With this nrrangc- 
"meut the two following conditions must no 
complied with; First, movement in a straight 
line must be retained, and, second, the fore 
carriage must be adapted to be steered. 

The two field-magnets and rheostat are con- 
nected in scries, while the rheostat is con- 
nected with tlie armatures in parallel. Tlie 
magnetic flux is therefore the same for the 
two machines, and whatever their load may 
be they will always rotate at the same speed 
so long as one of them is net differently 
regulated. The vehicle will then travel in a 
straight line. 

If the two windings of the ficld-maguots are 
identical, oueinay connect the latter together 
in parallel and even be enabled, by means of 
a coupler, to connect them together cither in 
series or in parallel. 

The field-magnet winding of each motor 
should bo one-half vreaker than that corro- 
spondiug to the current passing through the 
armature — that is to say, if twenty-five am- 
peres pass through the armature the field- 
magnet winding must be made for fifty am- 
peres. Actually the total current passes into 
each field-magnet — viz., fifty amperes— so as 
to give twenty-five for each armature. 

In a double machine there is only one field- 
^'airnet fcr the two armatures 

1. In an elcetrically-seU-propelled vehicle. 
tli« combination with the steering-wheels, of 
in independent armature connected to each 
.vheel, a fixed magnet in conjunction with 
each armature, a rheostat having independ- 
ent electric connections to each armature, 
and a source of electrical enerury, the field- 
magnet windings and the rheostat being con- 
nected in series with the source of electrical 
energy, substantially as described. 

2. In an electrically-self-propelled vehicle^ 
the combination with the steering-wheels of 
a mechanicallj'-independent motor for oper- 
ating each wheel, a source of electrical en- 
ergy, a rheostat comprisingthe plates d' d-and 
(P d^ electrical connections in parallel from 
the plate d- to the armatures of both mo- 
tors, electrical connections for connecting the 
field-magnets and the rheostat in series with 
the source of electrical energj-, and the mov- 
able contacts operating in conjnnction with 
;he plates to short-circuit either armature 
for steering the vehicle, substantially as de- 
scribed. 

3. In an electrically-propelled vehicle, the 
combination with the steering-wheels, of a 
mechanically-indepeudent motor connected 
with each wheel, a movr.ble rheostat-plate 
G carrying suitable contact-plates, manually 
operated, contacts cooperr.ting with said rhe- 
ostat for varying the speed of either motor 
for steering the vehicle, and connections from 
each steering-wheel to said movable rheostat- 
plate whereby the- increase of speed of one 
wheel will operate to turn said movable plate, 
substantially as described. 

4. In an electrically-self-propelled vehicle, 
the combination with the steering-wheels, of 
a mechanically-independent motor connected 
to each wheel, a movable rheostat -plate G 
carrying suitable contact -plates, manually 
operated, contacts cooperating with said con- 
tact-plates to varj' the speed of either motor 
to steer the vehicle, and means whereby such 
increased speed will turn the plate G com- 
prising a hollow worm geared to said plate G^ 
an idler-gear within said hollow worm, a pair 
of independent geai-sengagingsaid idler, and 
operating connections from each of said gears 
to one of the steering-wheels, substantially as 
described. 

5. In an eleetriealiy-self -propelled vehicle, 
the combination with steering-wheels pivot- 
ajly journaled upon opposite ends of a sta- 
tionary axle, an electric motor connected to 
each wheel, and means for varying the speed 
of either motor to steer the vehicle, substan- 



531 

tially as described. 

11,780. (R) LOUIS KRIEGER. Paris. 

France. Electrically-Propelled Vehicle. 

Original No. 607,997, dated July 26. 1898. 

Filed June 20, 1899. Reissued Oct. 31, 

1899. Seria; No. 721,270. 

Be it known that I, Louis Krieger, of the 
city of Paris, France, have invented Improve- 
ments in Kleetrically-Self-Propelling Vehi- 
cles, {for which I have obtained Letters Pat- 
ent in Germany for fifteen years, dated Feb- 
ruary (I, ]8!*5, No. 87,401, and in France for 
fifteen years, dated January 22, 18115, No. 
244,542,) of which the following is a full, 
clear, and exact description. 

This invention relates to electrical appara- 
tus for driving vehicles, the arrangement be- 
ing such, that the wheels of the fore carriage 
of the vehicle will be driven, while at the 
same time allowing of thesteerioaof thesaid 
vehicle by means of the fore carriage. 

In order to enable my invention to be thor- 
oughly understood, I shall first set forth the 
principle of the same and then illustrate its 
application to a vehicle, which may be of any 
suitable type. 

1. In an electrically-propelled vehicle, the 
combiuation of steering-wheels, and inde- 
pendent armatures independently connected 
to said wheels, substantially as described. 

2. In an electrically-propelled vehicle, the 
combination with feteering-wheels, of inde- 
pendeur motoj-s, the armatures of which are 
independentlyconnected with the said wheels, 
substantially as d'escribed. 

3. In an electricallj'-propelled vehicle, the 
combination with steering-wheels, of inde- 
pendent armatures independently connected 
with said wheels, and means for cutting out 
one of said armatures, substantially as de- 
scribed. 

4. In an e lee tricaliy-p repelled vehicle, the 
combination with steering-wheels, of inde- 
pendent.motors, the armatures of which are 
independently connected with said wheels, 
electrical circuits' for said armatures, and 
means for maintaining both said armatures 
in circuit and also for short-circuiting one of 
said armatures, substantially as described. 

5. In an olectricaUy-propelled vehicle, the 
combination with an axle carrying steering- 
wheels, of a plurality of independent electric 
motors carried by said axle, and independ- 
ently connected with said steering-wheels, 
substantially as described. 

6. In ftn electrically-propelled vehicle, the 
combination with steering-wheels, of a body, 
arigid axle, two driving-wheels loosely mount- 
ed on the axle, two electric motors mounted 
on the axle so as to aline at all times with the 
axle, each motor having a short shaft, one 
shaft gearing with one driving-wheel, and the 
other shaft gearing with the other driving- 
wheel, so that the two driving-wheels are 
independently driven, substantially as de- 
scribed. 

7. In an electrically-propelled vehicle, the 
combination with steering-wheels, of toothed 
wheels carried thereby, and independent mo- 
tors, the armatures of which carry gear- 
wheels in mesh with said toothed wheels, sub- 
stantially as described. 

8. In an electrically-propelled vehicle, the 
combination with the steering- wheels, of an 
independent armature connected to each 

wheel, a fixed magnet in conjunction with 
each armature, a steering apparatus having 
independent electric connections to each ar- 
mature, and a source of electrical energy, the 
field-magnet windings and the steering ap- 
paratus being connected in series with the 
source of electrical energy, substantially as 
described. 

9. In an electrically-propelled vehicle, the 
combination with the steering-wheels of a me- 
chanically-independent motor for operating 
each wheel, a source of electrical energy, a 
steering apparatus comprising the plates d' 
d^, and d^ ci* electrical connections in parallel 
from the plate tP to the armatures of both 
motors, electrical connections for connecting 
the field-magnets and the steering apparatus 
in series with the source of eleetrical energy, 
and the movable contacts operating in con- 
junction with the plates to short-circuit either 
armature for steering the vehicle, substan- 
tially as described. 

10. In an electrically-propelled vehicle, the 
combination with thesteering-wheels, of a me- 
chanically-independentmotor connected with 
each wheel, a movable plate G carrying suit- 
able contact-plates, manually-operated con- 
tacts cooperating with said plate for varying 
the speed of either motor for steering the ve- 
hicle, and connections from each steering- 
wheel to said movable plate whereby the in- 
crease of speed of one wheel will operate to 
turn said movable plate, substantially as de- 
scribed. 

11. In an electrically-propelled vehicle, the 
combination with thesteering-wheels, of a me-- 



532 



ELECTRICITY. 



chanically-independent motor connected to 
each wheel, a movable plate G carrying suit- 
able contact-plates J manually- operated con- 
tacts (iooperatiDg with said confect-plates to 
vary the speed of either motor to steer the 
vehicle, and means whereby such increased 
speed will turn the plate G comprising a hol- 
low worm gb.ired to said plate G, aa idler- 
gear within said hollow worm, a pair of inde- 
pondeot gears engaging said idler, and. oper- 
ating connections from each of said gears to 
one of the steering-wheels, substantially a^ 
described, 

12. In an olectrically-propelled vehicle, the 
combination with steeriug-wheels pivotally 
journaled upon opposite ends of a. stationary 
axle, an electric motor connected to each 
wheel, and means for varying the speed of 
either motor to steer the vehicle, substantially 
as described. 

811,258. KARSTEN KNUDSEN, Chi- 
cago, III., assignor to the American Elec- 
tric Vehicle Company, same place. Truss- 
Frame for Electric Vehicles. Filed Oct. 
20, 1897. Patented Sept. 27, 1898. 'Serial 
No. 655.835. (No model.) 
My invention relates to a truss-fraiiie and 
reach for etectric vehicles, my object being 
to provide a form of frameand reach fursuoh 
vehicles wliicli, while light in consLniction, 
will he durable and i)Ossess great strcngtli. 

The frame is made from a series of tubes, 
which are secured together by brazing oroth- 
erwise to form a single and integral striictnie. 
In the preferred form of my invention I pre 
vide at both Ihe front and rear ends of the 
frame a pair of lateral or transverse bars or 
tubes, which are joined by a pair of truss 
members or reaches, one at each side of the 
frame. The frontand rear wheels'are mount- 
ed ou brackets carried upon the pairs of tubes, 
as are also the driving-gears. This arrange- 
ment afCords a construction which, while pos- 
sessing great strength, is quite lightand may 
be manufactured at a comparatively small 
cost. 

1. A frame for venieles comprising tront 
and rear transverse members each compris- 
ing two parallel tubes or bars lying in a hori- 
zontal plane and apai^of trussed reaches ex- 
tending between and joining said transverse 
members, substantially as described. 

2. A frame for vehicles comprising front 
and rear transverse members each compris- 
ing two parallel tubes or bars lying in a hori- 
zontal plane and a pair of trussed reaches ex- 
tending between and joining said transverse 
members and each comprising a horizontal 
upper tube or bar and a lower tube or bar 
downwardly deflected at the intermediate por- 
tion and separated from the upper tube or 
bar by vertical posts, substantially as de- 
scribed. 

3j a frame lor veliicles comprising a paij 
of rear transverse members upon which the 
i*ear wheels are mounted, said members ly- 
ing in a Iiorizontal plane, a front transverse 
member, and a pair of trussed reaches exten<? - 
ing between and joining said transverse mem- 
bers, substantially as described. 

■i. A frame for vehicles comprising a pair 
of rear transverse mem'bers, a front trans- 
verse member anil a pair of trnssed reaches 
extending between and joining the same and 
comprising ea-.di an upper bar or tube join- 
ing both rear transverse members and the 
front transvei-se member and a lower bar or 
tube joined at the ends with the front trans- 
verse member and with the rear transverse 
member of the rear pairaud downwardly de- 
flected at the intermediate portion and sepa- 
rated from the upper bar or tube by vertical 
posts, substantially as described. 

5. A frame for vehicles comprising a rear 
transverse member, a pair of front transverse 
mcTubers lying in a horizontal plane, and a 
pairof trussed reachesGxtendingbetween and 
joining the same, substantially as described. 

6. A frame for vehicles comprising a pair 
of rear and a pair of front transverse mem- 
bers and a pair of trussed reaches extending 
between and joining the same, and each com- 
prising an upper tube or bar joining the four 
transverse members,and a lower downwardly- 
deflected bar or tube joined at the ends to the 
extreme rear and forward momb&rs and sepa- 
rated from the upper bar or tube by vertical 
posts, substantially as described. 

•J?. A frame for vehicles comprising a pair 
of forward and a pairof rearward transverse 
members and a pair of longitudinal members 
all joined together and lying in a common 
plane, and a pair of deflected longitudinal 
members separated from th^ other longitudi- 
nal members by vertical i)osts, substantiallj' 
as described. 

8. A frame for vehicles comprising front 
and rear transverse members each compris- 
ing two parallel tubes or bars lying in a hori- 
zontal i.lane and trussed reaches joining the 
same, and intermediate motor -supportin:^ 



bars or rods, enbstantially as described. 

0. A frame for vehicles havinga pair of reai 
transverse members lying in a horizontal 
plane,brack.ets carried thereon forsupporting 
the rear axles, and a differential gearing be- 
tween the ends of yaid axles, substantially as 
described. 

612,360. THOMAS J. LINDSAY; La- 
fayette, Ind. Motor-Vehicle. Filed May 
^. 3898. "Patented Oct. 11, 1S98. Serial 
No.680,171. (No model.) 
Jly present invention relates to that class 
ofvehicleswhicbhavebecomeknownin popu- 
lar parlance as "horseless carriages;" audit 
consists in various features of construction 
and arrangement whereby certain advantages 
are attained, as will be hereinafter more par- 
ticularly described and claimed. 

1. The combination, in a vehicle,of a frame- 
work, wheel-strpports carried by said frame- 
work, wheels mounted on said wheel-snpports, 
a casing also carried hy said framework, a 
gearing and an axle within s^id casing, a mo- 
tor whereby said axle is driven, said axle ex- 
tendingoutandhavingbeariugsinsaid wheel- 
supports, pinions on the ends of said axle, and 
internal gears in the hubs of said wheels with 
whichsaid pinions willengag6,thewheelsand 
the axle having independent bearings In the 
wheel-support structures. 

2. The combination, in a vehicle, of vehicle- 
wheels having large hollow hubs, wheel-sup- 
portsenteringsaid hubs and composed of the 
structures 30 33 constructed and arranged 
substantially as shown ami described, an axle 
■-'2 2^ the outer ends whereof are supported 
in bearings in the parts 33, pinions on said 
axle, internal gear-rings within the hubs of 
the wheels intormpdiato the bearings of said 
wheel-hubs on said wheel-supports and with 
which said pinions w'ill engage, a frame-and- 
casing structure rigidly connected to said 
wheel-supports, and a suitable motor and a 
vehicle-body carried by said frame-and-cas- 
iog structure. 

> 3. The combination, in a vehicle, of a frame- 
and-casingstructupecari-yiug wheel-supports 
rigidly formed thereon, an axle forsaid wheels 
carried by said frame -and -casing structure 
and composed of the parts 22, 23 and 2G, bevel 
gear-wheels 24 and 25 mounted on the ends 
of the parts 22 and 23 which are also formed 
to support adriving-gear27,aseriesof bevel- 
pinions 2S carried bythehubof saidwheel27, 
said driving-wheel, and a suitable motor there- 
for, substantially as set forth. 

4. The combination, in a vehicle, of a driv- 
ing-axle carrying the main vehicle -wheels 
and composed of parts, bevel gear-wlieels 
mounted upon the adjacent ends of said parts 
and forming also a bearing for a driving- 
wheel, said driving-wheel, the hub whereof is 
formed to extend over and rest upon tiw* pe- 
riplieries of said bevel gear-wheels, and pin- 
ions carried by the bub of said driving-wheel 
and engaging with said bevel gear-wheel3,sub- 
stantially as and for the purposes set forth. 

0. Tlie combination, in a vehicle, with the 
wheels, axle and motor, of a framework hav- 
ing tubular ext-jus'ons or axle-casings 2 by 
which the wheel-supports are carried, a cas- 
ing 42 secured to the main portion of said 
frame, and braces 9, 10, 11 and 12 running 
from the frame of the vehicle to near the 
wheel-sapports, said frame being also adapt- 
ed to receive and carry the veluele-body by 
means of springs or otherwise, said several 
parts constituting a frame-and-casing struc- 
ture and being constructed, arranged and op- 
erating substautially as shown and described. 

G. The combination, in a vehicle, of the bodj'- 
frame including an axle-easing for the rear 
axle, a motor positioned alongside said axle- 
casing:, arms extending from said axle-casing 
andsupportingthe motor-casing, bridge-trees 
carried Uy said framework and carrying the 
armature-shaft, a pinion on said armature- 
shaft, an axle in said axle-casing,aspurgear- 
wheel thereon engaging with the pinion on 
the armature-shaft, a friction-wheel also ou 
saidarmature-shafCj and a brake mounted on 
!^he vehicle-frame and adapted to engage with 
said friction-wheel, the handle fo^said brake 
being positioned in the front part of the ve- 
hicle-body, with a connecting-rod running 
from said lever to said brake-bar. 

7. A framework for vehicles, composed of 
the several bars, braces and casings 2, 3, 4, 
5, G, 7, 8. 0, 10, 11, 12, 15 and 42, constructed 
and arranged substantially as shown and de- 
scribed, 

8. The combination, in a vehicle, with a 
suitable motor and the vehicle-frame, of a 
tubular axle-casing on said frame. iuclosinj- 
fche driven axle, and having wheel-supports 
on its outer ends, wheels mounted on said 
wheel-supports the hubs whereof contain in- 
ternally-toothed gear-rings, aud an axle with- 
in said tubular axle-casing and having pin- 
ons on its ends which engage with said gear- 
rings. 

0. The combination, in a vehicle, of the ve- 
hicle-frame, rigid extensions on said vehicle- 



frairie carrying wheel-supports at Ihcironter 
ends, wheels mounted on said wheel-supports 
the hnbs whereof contain internally-toothed 
gear-rings, an axlesupported at its outer end 
in said wheel-supports and having pinions 
which enga ge with said gear-rings iu the wheel- 
hobs, and a suitable motor for driving said 
axle. 

612,506. JOHN S. REUTER, Chicago, 
111., assignor toLeRoy W. Stevens, Auburn, 
N. Y. Motor -Vehicle. Filed May 3. 

1897. Patented Oct. 18, 1898. Serial No. 
634,941. (No model.) 

My present invention is an improvement in 
motor- vehicles; aud iUjonsists in certain new 
constructions and 'jombinations of parts 
whereby very desirable result* in that class 
of carriages are obtained. 

In theaccompanying drawings I have illus- 
trated one form in which I have contemplated 
embodying my invention, and skid invention 
is fully disclosed in t'he following description 
Eind. claims. 

One of the motors may be nsed vuen ont 
will bo sufficient, as for level ground, and 
both brought into action when it is necessary 
to climb a hill or to pass over a piece of road 
presenting other difliculties, such as deep 
snow, sand, or mud. 

1. A motor-vehicle having two'' driving- 
wheels, a divided axle one part attached to 
each wheel, the motor-power for said vehicle 
and a train of gearing connecting said motor 
and wheels, including a gear-wheel for actu- 
ating both axles, and means for connecting 
and disconnecting said gear-wheel and each 
of said axles, substantially as described. - 

2. A motor-vehicle having two driving- 
wheels, a divided axle, one part attached to 
each wheel, two motors and a train of gear- 
ing connecting said motors and said axles, in- 
cluding a gear-wheel for driving both axles, 
and independent means for connecting and 
disconnecting "each of said axles with said 
gear-wheel, substantially as described. 

3. In a motor-vehicle, a divided axle each 
part having a driving-wheel secured thereto, 
a drum mounted concentrically with said- 
axle, actuating devices therefor, and iude- 
pendently-operating clutch devices for con- 
necting said axle parts to rotate with said 
drum and disconnecting them therefrom, sub- 
stantially as described. 

4. In a motor- vehicle, the combination with 
two motors, twodrtving-wheols, asiugle train 
of gearing connecting said motors and said 
wheels, and means for connecting and discon- 
necting said motors from said train of gear- 
ing, substantially ks described. 

5. lua motor-vehicle, thecombioation with 
the independently-movable driving-wheels, 
of two motors, a single train <f gearing con- 
necting said motors and said wheels, a brake 
for said gearing, means for disconnecting said 
motors from said gearing and moans for dis- 
connecting said wheels froi.; said gearing, 
whereby the singlebrake can be made to serve 
to retard the motion of the motors or the mo- 
tion of the wheels, substantially as described. 

6. In a motor- vehicle, thecombioation with ■ 
independently-movable driving-wheels, two 
motors, a train of gearing connecting said 
wheels and said motors, clutch mechanism 
connecting said wheels and said gearing, and 
clutch mechanism connecting the said motors 
and said gearing, substantially as described. 

7. The combination with the wheels and 
their axles, of the drum mounted on said 
axles, means for actuating said drum and a 
clutch for connecting said drum with each 
a'^-'le, substantially as described. 

613.420. KARSTON KNUDSEN, Chi- 
cago, III., assignor to the American Elec- 
tric Vehicle Company, same place. Elec- 
tric Vehicle. Filed June 18, 1897. Re- 
newed Sept. 21, 1898. Patented Nov. 1, 

1898. Serial No. 691,539. (No model.) 
My invention relates to an eiectnc vehicle, 

my object being to provide a novel driving- 
gear between the motor and the positively- 
driven or propelling wheels of the vehicle.* 

1. In an etectric vehicle the combination 
with an electric motor, of a hollow shaft upon 
whicli the rotating element thereof is mount- 
ed, a p^ir of shafts journaled within said hol- 
low shaft and geared respectively with the 
opposite wheels of the vehicle, bevel-gears 
mounted on the opposed ends of said shafts, 
a pair of pinions engaging therewith and 
mounted on the frame or casing secured to 
and rotating with said hollow shaft, substan- 
tially as described^ 

2. In an electric vehicle, the combination 
with an electric motor of a hollow shaft on 
which the rotating element thereof is mount- 
ed, a pair of shafts journaled therein, a pin- 
ion mounted upon tue outer end of each of 
said shafts, a pairof vehicle-wheels each car- 
rying a gear-wheel meshing with ouo of said- 



ELECTRICITY. 



533 



pinions, a p.iir of bevel-geard nlounted upor 
the opposed euds of said shafts, a pair of pin 
iOD8 engn^ing therewiili and mounted on th( 
frame or casing, secured lo aud rotating witl 
siiid hollow shaft, substantial]}- as described. 
3. A vehicle-frame comprising a rear axle, 
upwardlj-extending brackets mounted there- 
on, a pair of longitudinal tubes secured in 
said brackets, a cross-piece, an electric-motor 
frame journaled to the rear axle and resili- 
ently suspended from said cross-piece, a 
eross-piece joining said longitudinal tubes at 
the forward end of the frame, a ceuter bracket 
upon which said cross-piece is supported, 
tubes extending laterally fr^ra said centci 
pieie each carrying brackets upon the ends, 
ami a pair of axled mounted upon said brack- 
ets to rotate abou t vertical axes, substantially 
as described. 

11,724. (R) KARSTEN KNUDSEN, 

Chicago, lU., assignor to the American 

Electric Vehicle Company, same place. 

Electric Vehicle. Original No. 613,420. 

dated Nov. 1, 1898. Filed Dec. 16, 1898 

Patented Mar. 14, 1899. Serial No 

699.510. 

My invention relates to an eleotric vehicle, 
my object being to provide a novel driving- 
gear between the motor-and the positively- 
driven or propellinc wheels of the vehicle. 

1. In an .electric vehicle, the combination 
with an electric motor, of a hollow shaft upon 
which the rotating- element thereof is mount- 
ed, a pair of shafts arranged concentric with 
said hollow shaft and geared respectively with 
the opposite wheels of the vehicle, gears 
mountied on the opposed ends of .said shafts, 
a gear engaging tlierewith and mounted on 
the frame or easing secured to and rotating 
with said hollow shaft, substantially as de- 
scribed. 

2. In an electric vehicle the combination 
with an electric motor, of a hollow sliaft upon 
which the rotating clement thereof is mount- 
ed, a pair of shafts journaled within said hol- 
low shaft and geared respectively wifh the 
bpposite wheels of the vehicle, bevel-gears 
mounted on the opposed ends of said shafts, 
ft pair of piuione engaging therewith aud 
monrited on the fnimo or caiiiug .secured to 
and Isolating with said hollow shaft, suhstan 
tially as described. 

3. In an electric vehicle, the oonibinatioD 
with an electric motor of a hollow shaft or, 
which the rotating element thereof is mount- 
ed, a pair of shafts journaled therein, a pin- 
ion mounted upon the outer end of each of 
said sh.n.f ts, a pair of vehicle-wheels each car- 
rying a gear-wheel meshing witluone of said 
pinions, a pair of bevel-gcws mounted upon 
the opposed ends of said shafts, a pair of pin- 
ions "engaging therewith aud mounted on the 
frame or casing, secured to and rotating with 
said hollow shaft, substantially as described. 

4. A vehicle-frame comjtrisinga rear axle, 
upwardly-extending brackets mounted there- 
on, a pair of longitudinal tubes secured in 
said brackets a cross-piece, an elcetnc-niotor 
frame journaled to tjie rear axle and resili- 
ently suspended from .said cross-piece, a cross- 
piece joining said longitudinal tubes at the 
forward end of the frame, a center bracket 
upon which said cross-piece is suppyrtod, 
tubes extending laterally from r.aid eenfor 
piece each caj-iying brackets upon tho ends, 
and ii jiair of axles niouuted upon said brack- 
ets to votaieabout vortical axes, substantially 
as described. 

613,732. MATHEW J. STEFFENS, 

Chicago, 111., assignor to John K. Robin- 
son, same place. Bicycle. Filed Sept. 
29. 1897. Patented Nov. 8. 1898. Serial 
No. 65J,445. (No model.) 
The special object of my invention is to 
provide electrical means for propelling bi- 
cycles, tricycles, and other similar vehicles 
which maybe applied to .such vehicles as now 
constructed; and my invention consists in 
the features and details of construction here- 
inafter described and claimed. 

While I have described my invention with 
some minuteness of detail, I do not desire to 
limit myself to specific features of construc- 
tion further thau the same may bo particu- 
larly mentioned and called for in the claims, 
as it is obvious that changes can be made 
in various parts without departing from the 
spirit of my invention. 

1. In a bicycle or similar vehicle, the com- 
bination of a pulley havinga periphery round- 
ed in cross-section, means for rotating the 
pxilley, a driving-wheel having a periphery 
rounded in cross -section, and a belt cup- 
shaped in cross-section running around the 
pulley and around the periphery of tho driv- 
ing-wh©f;l and between tho wheel and tho 
ground, whereby leverage is obtained and 
slipping prevented, substantially as de- 
scribed. 

2. In a bic3'cle or .similar vehicle, the com- 



bination of a driving-wheel having a" periph- 
ery rounded in eross-sccliou, a battery, a mo- 
tor, wires forming an electric circuit connect- 
ing the battery and the motor, a -sprocket- 
wheel in the motor, n pulley havinga periph- 
ery rounded in cross-section and a sprocket- 
wheel carried by the frame, a sprocket-chain 
connecting tJio sprocket wheels, and <a bolt 
cup-shapod in (uoss-seclion running around 
tho pulley and the periphery of the driving- 
wheel, substarttially as described. 

3. In a bicycle or similar vehicle, tho com- 
bination of a frame, a driving-wheel, a bat- 
tery supported on the upper horizonla? mem- 
ber of the frame, a motor supported on the 
scat-post tube; electric wires forihiiig a cir- 
cuit between the battery and tho motor, a 
spro(:ket-whecl in the motor, a pulley on the 
fork of the frame above the driving-wheel, a 
sprocket-wheel on the pnlley-shaft,a sprocket- 
chain running from the sprocket-wheel on the 
motor to ihe sprocket-wheel on the pulley 
shaft, and a belt running around the pulle} 
in the frame and the periphery of the driv- 
. ins- wheel, substantially as descnbed. 

614,709. GUSTAVE DUPONT and 
MAXIME JOHANNET, Paris. France. 
Means for Driving Railway, Tramway, 
or Automobile Cars. Filed Oct. 29, 
1896. Patented Nov. -22, 1898. Serial 
No. 610,461. (No raodel.^ 
Our invention relates to a compound sys- 
tem of traction by petroleum-motors and dy- 
namo-electric machines, which system is ap- 
plicable to motor-cars and vehicles of any de- 
scription — that is to say, this system allows 
of the independonce of the vehicles from one 
another and also fi-om a central station or 
point of production of power. 

By using heavy liydrocf^rbong the danger 
of explosion is avoided, the vehicles start 
easily and without- jerking, and tho vehicle 
can travel forward and backwai'd as safely 
and as quickly as desired without finy shock 
of the gearing. 

Bythe use of electricity as an intermediary 
we overcome the difilculty experienced in 
starting, which is a serious drawback in nearly 
allpotroleum-motor3,without,however,losing 
any of their advantages, whicU are the ab- 
sence of reservoirs subjected to high pres- 
sures,' the avoidance of f^requentretnrns to 
the station for reohuj'ging, aiid the complete 
independence of tho vehicles. 

In carrying out thoiuventionwecouplethe 
field-magnets of an electric generator to a pe- 
troleum-motor kex>t in constant revolution 
and couple the armature to one of the axles 
of the vehicle. 

To keep the vehicle stationary while the 
motor is in motion, theexternal circuit of the 
generator is broken, and no current is then 
produced. If this outercircuit be closed and 
a higli resislaucp bo inserted by means of a 
suitable rheostat, a weak curreril; is gener- 
ated. • Conserjuontlythearmature of the gen- 
erator becomes excited by tho iield-magnets 
and tends to revolve in the same direction ; 
but it i.s prevented from doing so by the re- 
sistance to tho rolling movement, which is 
opposed to tho movement of the vehicle. By 
diminishing tho electrical resistance in the 
outer circuit the power generated by the d}'- 
narao increases and produces an increase in 
tho tangential force. Thus there will finally 
be a moment at which this increased force 
overcomes the resistance of the wheels of the 
vehicle and starts the vehicle. At this mo- 
ment tho aVmature of the dynamo begins to 
revolve in the same direction as the field- 
magnets, thereby causingareduction in speed 
of the nmgnets relatively to that of thearm.i- 
ture, aud consequently also in the absoliilo 
speed of the dynamo. As the electromotive 
force decreases the powergeuerated becomes 
less, and consequently ah-^o the woi'k done by 
the motor; but this is no consequence, as the 
power required for driving the vehicle is con- 
siderably less than that required for starting 
it. The outcome of this is a tendency to es- 
tablish a state of equilibrium between the 
absolute speed of the dynamo and that of the 
armature, and thus the power e.^erted in driv- 
"ing the vehicle will be in constant ratio to the 
work performed bythe petroleum-motor. 

It has beon here supposed, for convenience 
sake, that the resistance in the outer circuit 
has been varied by means of a rheostat; but 
it is clear that tho application of a rheostat 
would not he advantageous, as it would re- 
quire the expenditure of energy not only to 
drive the voliicle, but also to heat the rheo- 
stat. This arrangement is, however, rendered 
economical by sending the current from tht 
dynamo into a suitable electric motor having 
Us armature keyed upon tlie second axlo of 
the vehicle, a rheostat being interposed be- 
tween the two armatures, so as to enable the 
speed of the vehicle to be varied and thu 
starting to be regulfitfid- 



One object of our invention is to provide 
an elastic reversible coupling between tho 
petroleum -motor and the vehicle, as de- 
scribed hereinafter. 

1. In a motor-vehicie thecoinbination with 
a front and rear axle, of two separate dyna- 
mos each having its armaturonnd (ield-mag- 
ncts upon separate shafls, and each liaving 
its armature geared to an axle, a suitable 
mechanical motor to drive a main shaft, means 
for communicating tho revolution of the main 
shaft to either of tho dynamos, and for re- 
leasing the connection between tho main 
shaft and the other dynamo, and a single cir- 
cuit including tho armature of both dynamos, 
substantially as described. 

2. In a motor-vehicle, the combination with 
a front ana rear axlo, of two separate dyna- 
mos each having its armature and field-mag- 
nets upon separate shafts, aud each having its 
armature geared to an axJe, a main shaft and 
a suitable mechanical motor for driving the 
sanre, loose gears on said main shaft oper- 
atively geared with the respective sliafts of 
the field-magnets, a sliding clutch member 
Splined on tho main shaft and movable into 
engagement; with either of said loose gears 
whereby to communicate the revolution of 
the main shaft to either of the dynamos and 
thereby release the connection between the 
main shaft and the other dynamo, brake 
mechanism operating in unison with said 
clutch to prevent the released gear from re- 
volving, and a single circuit including the 
armatures of both dynamos, substantially as 
described. 

3. In a motor-vehicle, tho combination of a 
fron^ and rear axle of two counter-shafts, a 
field-magnet and armature mounted on each, 
a main shaft geared to both counter-shafts, a, 
reversible clutch on the main shaft and a 
single circuit including the armature of both 
dynamos, substantially as described. 

4. In a motor- vehicle, the combination wiOi 
a front and rear axle of two counter-shafte. 
one geared to each axle, a main shaft geared 
to the two counter-shafts, a field-magnet on 
each counter-shaft, a single circuit including 
the field-coils of both dynfimos, a single cir- 
cuit including the two armature-windings, 
and a variable resistance incl uded in the arma- 
ture-circuit, substantially as described. 

620,968. ANDREW L. RIKER. New 

York, N. Y Motor- Vehicle. Filed Feb. 

11, 1898. Patented Mar. 14; 1899. Serial 

No. 669.947. (No model.) 

'I'liis invention relates to the construction 
of motor-vehicles, and more particularly to 
the running-gear thereof, comprising the 
frame, axles, driving mechanism, brake, and 
steering-gear. 

The improved running - gear herein de- 
scribed, while contrived with special refer- 
ence to the employment of an electric motor 
for propulsion, is applicable, as will be seen, 
to other suitable motors, the motor itself 
forming no part of the present invention. 

Study of the conditions attending the use 
Of • self-propelled vehicles and practical ex- 
perience therewith have shown that they dif- 
fer materially from those attending the use 
of vehicles drawn by an external power and 
that to meet successfully the conditions aris- 
ing in practical use many departures in con- 
struction from the best types of ordinaiy ve- 
hicles are necessary or desirable. 

The object of the present invention is in 
general to meet practically these new condi- 
tions and to provide a system of construction 
lor self-propelled vehicles characterized by 
aimplicity, strength-, durability, flexibiity, 
and facility for manipulation. 

In the ordinary type of running-gear the 
front axle is arranged to turn freely upon a 
king-bolt, while the vehicle-body is supported 
upon a frame consisting of the rear axle, a 
bolster carried upon the front axle by tho 
king-bolt or fifth-wheel, and eonneetions that 
hold the bolster parallel with the rear axle, 
the frame being approximately rectangular. 

In the present construction since the body 
is supported (by means of springs, notshown) 
directly upon the front axle without the in- 
terposition of the bolster the front a.vle must 
be retained insubstantially the same vertical 
plane with respect to the body. Otherwise if 
this axle were free to turn there would be a 
lateral strain or twisting of the connections 
between the two parts. It is also neeessa?-y 
in this part of the mechanism to make pro- 
vision for one axle assuming a different an- 
gular position from the other, as when one 
wheel is lifted by an obstacle or irregularity 
in the surface of the road while the other 
wheels remain at a lower level or when one 
wheel sinks into a rut. In case of a rigid 
frame this would produce a dangerous strain 
on the joints and also a twist or torsion on the 
side bars and axles. The strain, moreover, 
is proportional to the distance anart of the 



534 



side bais, which it is advantageous to motor- 
vehicles to mnke as great aa possible. These 
conditions are met, according to the present 
invention, by making ihe connection between 
one of the cross-bars and an axle rigid, while 
l.ho other connections are loose. In the form I 
prefer ooeside bar (say C) is rigidly connected 
at its forward end with the front axle, the 
connection being made, as shown, by hollow 
nniou-pieccs c c', sorrounding the axle and 
brazed or otherwise secured thereto 

It is well understood that when the vehicle' 
makes a turn or deviates from a right line 
the opposite wheels on the same axle rotate 
with dmerential speed and in extreme cases 
may even rotate in opposite directions. For 
this reason it is necessary that each of the 
two wlieels of a pair should be capable of ab- 
solutely independent rotation. In the case of 
the driving-wheels, which must both be posi- 
tively connected with and driven by the driv- 
ing-shaft, the provision for independent rev- 
olution of each wheel h<i8 presented one of 
the most difficult mechanical problems in the 
Construction of motor-vehicles. The ordinary 
solution of this problem consists in dividing 
the driving-shaft in the middle or, rather, in 
providing two shafts, one for each wheel, the 
shafts being connected at their adjacent ends 
by a compensating driving connection, a fa- 
miliar form of which comprised a bevel-gear 
on the end of each shaft and two pinions en- 
gaging therewith carried by a driving-wheel 
rotating on the axis of the shaft as a center. 
In straightforward motion the pinions acted 
simply as driving-keys for the bevel-gears; 
bat in case of a turn the pinions turned on 
tlieir own axes .'is far as necessary to compen- 
sate for the difTcrential speeds of the two 
wheels. The main objections to this system 
are weakness due to dividing the driving- 
shaft at or near the middle thereof, complex- 
ity of construction, and inaccessibility for re- 
pairs. 

The steering is effected through the front 
wheels, which, as usual, are loose on their 
axles. T^e hubs of the wheels are pivoted 
so as to turn for the purpose of steering on 
a vertical axial line in the plane of the tread 
of the wheel. This construction is common 
in vehicles of this class and its advantages 
are well understood. There are,however,spe- 
cial features of construction in the steering- 
heads, which will now be de3cribe_d. 

1. A running-gear frame for motor-vehicles 
comprising the front and rear axles and two 
side bars connecting them, the said bars be- 
ing each attached to the rear axle by a uni- 
versal joint, and one of the bars being secured 
rigidly to the front axle while the other is se- 
cured thereto by a pivotal connection, sub- 
stantially as described. 

2. In a running-gear frainej a side bar piv- 
otally connected to the front axle and con- 
nected by a universal joint to the rear axle, 
substantially as described. 

3. In a running-gear frame, a side bar se- 
cured rigidly to the front axle and by a uni- 
versal joint to the rear axle, substantially as 
described. 

4. An approximately rectangular running- 
gear frame, in which one of the side bars is 
connected i-igidly to the frontaxle, while the 
other is connected thereto loosely, substan- 
tially as described. 

6. An approximately rectangular running- 
gear frame consisting of a front axle, a rear 
axle, an inclosing casing in which the rear 
axle is adapted to rotate, and side bars hav- 
ing a loose connection with said casing, sub- 
stantially as described. 

G. A four-side running-gear frame in which 
one of the joints is rigid and the others loose, 
substantially as described. 

7. The combination of the rotating axle 
having a collar near each end, the relatively- 
stationary or non-rotating easing surround- 
ing the axle and haviug an enlargement at 
each end, the ball-bearings situated within 
the enlargements and against the outer side' 
of the collars, and means for tightening the 
balls up against the collars, substantially as 
described. 

8. In a runniug.-gear frame of a motor-ve- 
hicle, the combination with the revolving 
shaft or axle, and the relatively-stationary 
casing surrounding it and having a spherical 
seating near each end, of the side bars mount- 
ed to turn freely upon the seatings and con- 
nected at their forward ends to the fore axle, 
the forward portion of the casing being sup- 
ported from the fiame, substantially as de- 
scribed. 

9. The combination with a tubular axle 
having a road-wheel mounted to rotate upon 
each end thereof, of a shaft turning freely 
inside the hollow axle, said shaft having one 
of said wheels fast upon one end thereof, and 
near the other end a compensating gearing 
connecting with the other wheel, substan- 
tially as described. 

10. The combination with a hub and a oy- 
.lindrical box ot)on which it is mounted to ro- 



ELEOTRICITY 

tate freely, of the axle, a bolt passing through 
the axle and the box and pivoting the latter 
upon the former, the said bolt having a con- 
ical shoulder nearits upper end, and two sets 
of ball-bearings, one between the said shoul- 
der and the upper face of the axle, and the 
other between the lower face of the axle and 
the cylindrical bo.x, substantially as de- 
scribed. 

11. In combination with the axle, a hub 
having near each end a raceway for ball-bear- 
ings, the raceways being in the form of re- 
movable trough-shaped rings fitted into the 
hub, and a cylindrical bos mounted pivotally 
on the axle and having annular bearing-sur- 
faces in contact with said balls, and holding- 
disks for the ball-races screwed into tlie hub 
at the ends thereof, substantially as de- 
scribed. 

12. The combination of the axle, the cylin- 
drical box connected with the .ixle by a ver- 
tical bolt, two sets of ball-be.trings one on 
each Bide of the axle between the same and 
said bolt, rings having beveled bearing-sur- 
faces, one on each end of said box, and a hnb 
inclosingsaid box and carrj'ing two ball-races, 
the balls therein being in contact v(ith said 
beveled bearing - surfaces, substantially as 
described. 

11,780. (R) ANRDEW L. RIKER, New 
York, N. V Motor-Vehicle. Original 
No. 620,968, dated Mar. 14, lg99. Fileu 
June 3, 1899. Reissued July 18, 1899. 
Serial No. 719,307. 

This invention relates to the construction 
of motor-vehicles, and more particularly to 
the running -gear thereof, comprising the 
frame, axles, driving mechanism, brake, and 
steering-gear. 

The improved running -gear herein de 
scribed, while contrived with special refer 
enee to the employment of an electric motor 
for propulsion, is applicable, as will be seen, 
toothersnitable motors, the moloritself form- 
ing no part of the present invention. 

Study of the conditions attending the use 
of self-propelled vehicles and practical ex- 
perience therewith have shown that they dif- 
fer mSf«rially from those attending the use 
of vehicles drawn by an external power and 
that to meet successfully the conditions aris- 
ing in priiclical use many departures in con- 
struction from the best-types of ordinary ve- 
hicles are necessary or desirable. 

The object of the present invention is in 
general to meet practi<ially these new condi- 
tions and to provide a system of construction 
for self-propelled vehicles characterized by 
simplicity, strength, durability, flexibility, 
and facility for manipulation. 

1. A running-gear framefor motor-vehicles 
comprising the front and rear axles and two 
side bars connecting them, the said bars be- 
ing each attached to the rear axle by a uni- 
versal joint, and one of the bars being se- 
cured rigidly to theirontaxie while the other 
is secured thereto by a pivotal connection, 
substantially as described. 

2. In a running-gear frame, aside bar piv- 
otally connected to the front axle and con- 
nected by a universal joint to the rear axle, 
substantially as described. 

3. In a rnnning-gear frame, a side bar se- 
cured rigidly to the front axle and by a nni-' 
versal joint to the rear axle, substantially as 
described. 

4. An approximately rectangular running- 
gear frame, in whilh one of the side bars is 
connected rigidly to the frontaxle, while the 
other is connected thereto looselv. substan- 
tially as described. 

5. An approximately rectangular running- 
gear frame consisting of a front axle, a rear 
axle, an inclosing civsing in which the rear 
axle is adapted to rotate, and side bars hav- 
ing a loose connection with said casing, sub- 
stantially as descri6ed. 

6. A four-side rnnning-gear frame in which 
one of the joints is rigid and the othera loose, 
snbstantially as described. 

7. In a running-gear frame for motor-vehi- 
cles and the like, the combination with the 
front and rear axles extending from side to 
side of the vehicle and carrying the wheels at 
the ends thereof, of two side bars extending 
from axle to axle, and severally and sepa- 
rately connected thereto at their ends respec- 
tively without the interposition of bolsters or 
the like, the two axles being free to move in- 
dependently and to assume differentinclina- 
tions while being always maintained in sub- 
stantially parallel vertical planes. 

8. In a running-gear frame for motor-vehi- 
cles, the combination with the front and rear 
axles extending from side to' side of the vehi- 
cle and carrying the wheels at the ends thereof, 
of two side bars extending from axle to axle, 
and connected directly thereto withont tho 
interposition of bolsters or the like, and in 
such manner as to allow independent vertical 
play of the axles and to permit them to as- 
sume different inclinations while always main- 



taining them in substantially parallel verti-' 
cal planes. 

9. In a running-gear .frame tor niotor.-v6hi- 
cles, the combination with the trontand rear 
axles extending from side to side of the vehi- 
cle and carrying the wheels at the ends thereof, 
of two side bars extending from axle to axle, 
and separate or independent connections be- 
tween each end of the bars and the axles re- 
spectively, said connections allowing inde- 
pendent vertical play of the axles and per- 
mitting them to assume different inclinations, 
while always maintaining them in substan- 
tially vertical planes. 

10. The combination of the rotating axle 
having a collar near each end, the relatively 
stationary or non-rotat'"..gcasing surrounding 
the axle and having an enlargement at each 
end, the ball-bearings aitnated within theen- 
largemcnts and against the outer side ot the 
collars, and means for tightening the ballsnp 
against thecollars, substantially asdescribed. 

11. In a rnnning-gear frame of a motor-ve- 
hicle, the combination with the revolvingshaf t 
or axle, and the rel.atively stationary casing 
surrounding it and having a spherical seating 
near each end, of the side bars mounted to 
turn freely upon the seatings and connected 
at their forwajd ends to the fore axle, the for- 
ward portion of the casing being supported 
from the frame, substantially as described. 

12. The combination with a tubular aile 
having a road-wheel mounted to rotate upon 
each end thereof, of a shaft turning freely in- 
side the hollow axle, said shaft having one of 
.said wheels fast upon one end thereof, and 
near the other end a compensating gearing 
connecting with the other wlieel, substantially 
as describe<l. 

13. The combination with a hub and a cy- 
lindrical box upon which it is mounted to ro- 

ate freely.ot theaxle,aboltpassingthrough 
ihe axle and the box and pivoting the latter 
upon the former, the said bolt having a con- 
ical shoulder near its upper end, and two sets 
of ball-bearings, one between the said shoul- 
der and the upper face of the axle, and the 
other between the lower face of the a.xle and 
thecylindricalb0x,substantially asdescribed. 

14. In combination with theaxle,a hub hav- 
ing near each end a raceway for ball-bearings, 
the raceways being in the form ot removable 
trough-shaped rings fitted into the hub, and 
a cylindrical box mounted pivotally on the 
axle and having annular bearing-surfaces in 
contact with said balls, and holding-disks for 
the ball-races screwed into thehubattheends 
thereof, snbstantially as described. 

15. The combination ot the axle, the cylin- 
drical box connected with the axle by a ver- 
tical bolt, twosetsof I)all-bearingsoneoneacli 
side of the axle between the same and said 
bolt, rings having beveled bearing-surfaces, 
one on each end of said box, and a hub inclos- 
ing said box and carrying two ball-races, the 
balls therein being in contact with said bev- 
eled bearing -surfaces, substantially as do- 
scribed. 

6''.3,383, FRANCIS A. POCOCK, 

Philadelphia, Pa., assignor, by mesne as- 
signments, to the Electric Power Develop- 
ment Company. Motor Vehicle. Filed 
Apr. 13, 1898. Patented Apr. 18, 2899. 
Serial No. 677,473. (No model.) 

Heretofore it has been common in motor- 
driven vehicles having the front running- 
gear arranged to be used for steering to piv- 
otally connect tlie front gear with the body 
in such way that one could rotate as to the 
other around a vertical axis passing through 
the front axle. I liave found that several 
important ends can be attained if a radically 
different connection lie provided between the 
front gear and the vehicle-body. One of -the 
important features of tliis novel connection 
which I have devised consists in having the 
vertical axis about which the front gear turns 
situated at a line considerably in the rear of 
the front axle. 

I have fonnd great advantage to result from 
the connecting of the motor to the frontaxle 
in the manner described and at the same time 
iiaving said axle to be n.sed for steering. 

It will be re.idilyseon that numerous forms 
ot vehicle can be constructed varying from 
each othec in details, but each containing the 
essential features oC my invention. I do not 
regard it necessary to describe or illustrate 
all ot the well-known detail parts of such ve- 
hicles or carriages. 

1. In a vehicle, tne combination with the 
body and the rear rnnning-gear ot tlie front, 
running-gearpivotally connected to the vehi- 
cle whereby it can be used for steering, the 
electric motor below the vehicle-body, and 
movable vertically relatively to the runniug- 
gear, and power-transmitting devices for con- 
necting the motor to the front wlieels, sub- 
stantially as set forth. 

2. In a vehicle, the combination with the 
body and the rear rnnning-gear, ot the front 



ELECTRICITY 



535 



rnnDinii-gerti' hitvin,:^ one nr nfore steuriug- 
whcels, lilt? '?lo.:lriC uiotoi- bonwaLli l.he body, 
and aiiaiited to yield vcilJeally relativoJy to 
tUe rnnninp-«,'f'Hr iiU'l power devitwscunneet- 
ing tlie moior wil.li tho .■^iiid steeiinpf-wlieel, 
snbsr.THlially as set forth. 

3. In a veliiolc, tho combination of the Itody, 
the reavninuing-ge.ir, the Trout runninn;-y;e!ir 
haviii,;;' 0710 or more liori/.outiilly-Jtdjiisr.ablo 
wheels for steerinj', and the motor suspended 
below the body and adapted to rise and fall 
independent lyofthe said steering- wheels, and 
cotinected thereto for driving; them, substan- 
tially as set forth. 

4. In a vehicle, the combination of the bodj', 
tho rear running-gear, the front running-gear 
having one or more steering-wheels, the mo-' 
lor supported upon tho front running-gear 
and niuy.d to permit it to vertically rise and 
fall and connected to the said steering-wheel 
to drive it and movable therewith in its steer- 
ing inoveinonts, snbstantiallj' as set ft>rth. 

5. In a vehicle, the combination with the 
body and the rear running-gear, of a front 
steeringand propelling wheel, an electric mo- 
tor adapted to move vertically with tho body 
and to also move with the steering-wheel in- 
depoudently of the body, substantially as set 
forth. 

G. In a vehicle, the combination of the body 
and tho rear running-gear, of the front steer; 
iugandprupelling wheel, the motorsnpported 
upon springs and connected to the^aid steer- 
ing and propelling wheel and movable there- 
with duringits steering movements independ- 
ently of the body, substantially as set forth. 

7. In a vehicle, the combination with the 
bodj' and the rear rnnniog-gear, of the front 
steering and propelling wheel, the steering 
devices for moving the said wheel indepeud- 
ently-of the body, a spring interposed between 
said wheel and the bodjMhe electric motor 
connected to the body at points above said 
spring, and powei'-transmitting devices be- 
tween the sail! motor and the said steering- 
wheel and adapted to move with said wheel 
independentlj'^ of the body, substantially as 
set forth. 

8. In a vehicle, tho combination of the body 
. and the rear running-gear, of the front steer- 
ing and propelling wheel, the axle or spindle 
therefor, the electric motor pivotally sus- 
pended independently of tho axle and con- 
nected to the steering and propelling wheel 
and movable therewith independentli'^ of the 
body, substantially as set forth. 

9. In a vehicle, the combination with the 
body and the running-gearof the steeringand 
propelling wheel, the devices lor positivel}'' 
steering the .said wheel, the motor adapted to 
rise and fall indepeTidentlj' of the body and 
of the said stocring-whoel, and powerdevices 
connecting th^ motor to the steering-wheel, 
substantially as set forth. 

10. In a vehicle, the combination with the 
body and a running-gear, of a s"pplemental 
rnnning-gear having one or more wheels for 
steering, and an eileetric motor partly sus- 
pended from the axle of the Supplemental 
running-gear, and partly suspended from the 

• body and connected to the said steering-wheel 
and movable therewith independently of the 
body, substantially as set forth. 

11. In a vehicle, the combination with the 
body, of a rear pair of wheels, a front pair of 
wheels, one of said pairs of wheels having an 
axle, a bearing for each end of the axle inside 
of itft wheels respectively, an electric motor 
adapted to be connected to one or both of the 
said wheels, and a support for the motor car- 
vied by the said axle-bearings, independently 
of the axle, substantially as set forth. 

12. In a vehicle, the combination with the 
body, of a front pair of wheels, a rear pair ol 
■wheels, a motor for driving one or both the 
wheels of one or both of said pairs, an axle 
for the last said wheels, bearings suspended 
from the body and situated inside of the 
wheels for supporting the said axl*^, and amo- 
tor-.support secured to both of said bearings 
and pi votally connected to the motor, substan- 
tially as described. 

33. In a vehicle, the combination of the 
body, the running-gear comprising two pairs 
of wheels, a motor for driving oue or both thei 
wheels of one of said pairs, an axle adapted 
to rotate with the driving ^heel or wheels, 
supports for the axle situated respectively in- 
side of the wheels, a driving-gear between 
one of said wheels and its adjacent axle-sup- 
port, a motor carried by ihe axle-support in- 
dependently of the axle, and supplemental 
means for connecting the motor to the body, 
substantially as set forth. 

14. In a vehicle, tho combination with the 
body and a rnnning-gear having two pairs of 
\Vheels,ofan electric motor connected to ono or 
both wheels of one of said pairs, an axle adapt- 
ed to be connected tooiie or both of t^aid wheel> 
and rotating around a vortical axis inde 
pendently of the body, a driving-gear con 
nectod to tho axle, a bearing for the axle ex- 



tending downward from the body and situ- 
ated inside of Iho gear-wheel, and mciins in- 
dependent of tlie axles for snpporling the 
motor, substantially as set forth. 

15. In a vehicle, the combination with the 
body,of a driven traction-wheel, an axle there- 
for rotating around a vertical axi.<5 independ- 
ently of tho body, a driving-gear on tho axle 
inside the traction-wheel, a bearing for the 
axle inside of the gear-whcol, and an clcotri<' 
motor adapted to swing or vibrate around 
I he axis of the axle, and supported inde])cnd- 
eritiy of tho axle, substantially as set forth. 

K;. In !i vehicle, the combination with the 
body, of a. Iraclioii-wheel a rotary axle for 
said wheel, agear-wlicel forrotatlngthoaxle,' 
a motor adapted to vibrate independently of' 
the axle, and conm-clcd to said gear-wheel, 
and means for cuunecting the traction-wheel 
will) the motor or disconnecting it herefrom, 
subslaiitialiy as set forth. 

17. In a vehicle, ?he combination with tlu 
body, of a tnietion-wheel rotatii.j;, around f 
vertical axis independently of the body, ar 
axle for said wheel, a gear-wheel on the axle 
a motor adaplcti to move vertically relative]} 
to the said traction-wheel and vertically tc 
the body, and means for connecting said Irac- 
tion-\\heel with the motor and disconncctiDg 
it therefrom, substantially as set forth. 

18. In a vehicle, the /combination with the 
body, and'tho traction-wheel rotating around 
a vertical axis independently'^^ the body, of 
an axle for the .said wheel, a gear-wheel on 
the axle, and a bearing for the gear-wheel in- 
side thereof, means independent of the bear- 
ing for pivotally supporting the motor inde- 
pendently of tlie body, and means for con- 
necting the traction-wheel to the motor and 
disconnecting it therefrom substantially jis 
set forth. 

111. In a vehicle, the combination with tho 
body, of ;l traction-wheel, an axle rotating 
around a vertical axis independently of the 
body, a gear-wheel on the axle, a motor mov- 
able vertically relatively to the body and con 
nected to the gear-wheel, and means for con- 
necting the gear-wheel to and disconnecting 
it from the traction-wheel, substantially as 
set forth. 

20. In a vehicle, the combioAtion with the 
body, of a traetion-wheel, moans for steering 
said wheel independently of the body, an axle 
for said wheel, an electric motor pivotallj' 
supported to move around the axis of the axle, 
and means for connecting said motor to and 
disconnecting it from tho traetion-wheel, sub- 
stantially as set forth. 

21. In a vehicle, the combination with the 
axle and the wheels thereon, of the tube 
around the axle, tho motor supported upon 
the said tube independently of the axle, and 
the gearing interposed between the motor and 
one or more of said wheels, substantially as 
set forth. 

22. In a vehicle, the combination with tho 
rotating axle and' the wheels of the bearings 
for the axle, the motor-support carried by one 
or more of said bearings, the motor secured to^ 
said support ind[opendently of the axle, the 
driving-gear for the axle, and means for con- 
necting the motor to said driving-gear, sub- 
stantially as set forth. 

23. In a vehicle, the combination with the 
rotating axle, the bearings therefor, the mo- 
tor-support rigidly connected to both of said 
bearings, the driving-gear for the axle, the 
motor carried by said support, independently 
of the axle, and means connecting the motor 
to said gearing, snb.stantially as set forth. 

24. In a vehicle, the combination with the 
axle, the bearings for the axle, the gearing for 
driving the axle, and the aiirings supporting 
said bearings, of the connecting device rig- 
idly connecting ihe said bearings independ- 
ently of the axle, substaMlially as set forth. 

25. Ina vehicle, rhe eninbinalion of the ro- 
tary axle, the bearinps therefor, the gearing 
connected thereto, llie bracing and {.pacing 
de vi'ce connecting the hen Hngs, the motor sup- 
ported upon said braeingand spacingdevice, 
'he .springs supporting the bearings, and 
meansconnectingthe motor with the gearing, 
substantiall}" as set forth. 

20. In a vehicle, the combination with the 
rotary axle, the bearings therefor, thesprings 
vvliich carry the bearing, the tube surround- 
ing the axle and coiipeeted to tho said bear- 
ings independently of tho axle, the gearing 
connected U> the axle, and the motor for 
driving tho gearing, substantially as set forth. 

27. in a vehicle, the combination of the 
axle, tho bearings for the axle, tho springs 
carrying Ihe bearings, the bracing and spac- 
ing device independent of the axle and con- 
necting the said bearings, the gearing con- 
nected to the axle, the motor, and means for 
'uoving the axle bodily horizontally for steer- 
ing, snbslanlially as set forth. 

28. In a motnr-vohicle, the combination of 
the body, the two front wheels, the axlecon- 

■neeted to said wheels and adapted to rotate' 



wilh bolli iherco''. Iieaiings wherein the axle" 
rotates, Iho springs connected tn the Ijcar- 
ings, ilie spring-frame interposed between 
the K[niug>i and l.Iio body, the gearing con- 
nected to Iheaxle, ihoeleetric motor fordriv- 
ing the gearing and suspended partly from 
tlie axle and pirtl}- from the said spring- 
frame, and means for moving tho motor the 
axle and thospring-framebodilj' horizontally. 

29. In a vehicle, the combination of the 
axle-bearing, the bi-acingand spacing device 
between the axie-bearings, the axle in said 
bearings, the motor connected to the axle, 
and means for turning the motor and the axle 
bodily horizontally,substantial!y asset forth. 

30. In a vehicle, tho coni]>ination with tho 
body, of the traction-wheels, an nxlo adapted 
to rotate around a vertical axis for steering, 
tho bearings for the axle, the motor for driv 
ing said axle, tho rollers or antifriction de- 
vices adapted to take tho radial thrust of tho 
axlo upon the bearings, and the antifriction 
devices between the bearing and the axlo to 
take the end thrust thereof, substantially as 
set forth. 

31. In a vehicle, the combination with the' 
body, of tho rotating axle, tho traction-wheels 
mounted loo.^oly thereon, means for conncct- 
ingthe traction -wheels to the axle, the motor 
for rotatingthoaxle, the bearings for the axle 
having rollers or antifriction devices for the 
radial thrust of tho axle, and antifriction de- 
vices for the end thrust of the axle, and the 
bracing and spacing device between the bear- 
ings, substantially as set forth. 

32. In a vehicle, the combination of the rear 
running-gear, the frame connected there- 
with, tlie front running-gear, the frame con- 
nected therewith, the electric motor mounted 
upon tho front running-gear, and turning 
bodily therewith whereby it is adapted to ap- 
ply power at all times on lines parallel to the 
path of said gear, and the pivot connecting 
the said two frames on a vertical line between 
the axes of the front axle and the rear axlo, 
substantially as set forth. 

33. In a vehicle, the combination of. the 
body, the rear running-gear, the body-frame 
connected thereto, the front running-gear, a 
supplementalfraine therefor, the electric mo- 
tor mounted upon the front running-gear, 
and turning bodily therewith, whereby it is 
adapted to apply power at all times on lines 
parallel to the path of said gear and means 
for connecting the said front-ninning-gear 
frame with the body-frame on a vertical axis 
in rear of the front axle, substantially as set 
forth. 

34. Inavehicle, the combination of the rear 
running -gear, the body -frame connected 
thereto, the front running-gear having .an 
axle and traction-wheels, tho springs extend- 
ing upward from the axle, the frame connect- 
ed to the said springs, the electric motor sus- 
pended and supported partly from said axle 
and partly from said frame and moans for 
connecting the said frame to thebody-framu 
on a vertical axis behind the front axle, sub- 
stantially as set forth. 

35. In a vehicle, the combination with the 
body, of a front axle adapted to swing bodily 
horizontally, the motor for driving the said 
frontaxleand connected theretosabstantially 
as set forth, to apply power uniformly thereto 
in all positions, and means for providing a 
pivotM connection for the front axle to the 
body on a vertical axis in rear of the front 
axle, substantially as set forth. 

36. In a vehicle, the combination with the 
body,of the front running-gearhavingaframe 
pivotally connected to the body on a vertical 
axis in rear of the front axle, the electric mo- 
tor mounted upon said frame and adapted to 
bodily rotate horizontally with the front axle, 
and a pivoted ring concentric with said vor- 
tical axis and means engaging wi th said ring 
for positively moving the front axle bodily 
around the said vertical axis, substantially 
as set forth. 

37. In a vehicle, the combination with a 

body, a rear running-gear, and a front run- 
ning-gear, of a motor, a motor-support hav- 
ing a tubular member adapted to loosely sur- 
round one of the axles, moans for carrying 
said tubular member independently of the 
said axle, a supplemental support for the mo- 
tor connected to the body, and gearing con- 
necting the motor with one of the traction- 
wheels, substantially as set forth. 

38. In a vehicle, the combinai ion of a frame, 
a rear running-gear and a front running-gear, 
a motor-support having a sleeve member 
adapted to surround and vibrate axially about 
one of the axles,mean£i for holding said sleeve 
member independently of said axle, a motor 
mounted on said vibratable support, a sup- 
plemental yielding support connecting the 
motor with the frame, and gearing for trans- 
mitting-power from the motor to one of the 
traction-wheels, substantially as set forth. 

. 39. In a motor- vehicle, the combination of 



536 

ji dri\ injr-axle, tmclion-wheels on said axle, 
;ui oloctric motor, a wipporL for tlio motor 
snrroiuidinir Ihenxleantl monnted iinii'|H'iul- 
onily llioreof and adapted to allow llm moloi' 
lo viltralo verl.ically relative to tlm ;i.\lc. 
moans for yiehiinirly liniitinj^ sncli viliratlon 
of the motor, and f?earin<^ connecting tlic mo- 
tor and a\le, substantially as sot forth. 

-If). In a Tnotor-vohicU', the oombiinition of 
a frame, a roar rnnning-j;ear, afrontrnnning- 
goar,a motor, asuppot-t fortho motor I00S0I3' 
surroundingone of the axlos, and carried in- 
dependently thereof wliereby tlie motor can 
vibrato vertically, a spring interposed be- 
tween the motor and the frame of the vehicle, 
and gearing eonnecl^ing the motor and one of 
the tract.ion-v.heels, substantially nf' setforth. 

■il. In a motor-vohiclo, the combination of 
a frame, arearrnnning-gear, afront.rnnning- 
genr, a motor-aapport having a sleeve adapt- 
ed to surround one of tho axles, means for 
holding said sleeve ont of contact with the 
axle and two side members or arms, a motor 
having its armature journaled in said sido 
arms and its body connected with said slcev^, 
and a supplemental support connecting the 
motor and the frame, substantially as -sL't forth. 

623,651. THEODORE L. CAMP, Chi- 
cago, 111., assignor to the American Elec- 
tric Vehicle Company, same place. Fifth- 
Wheel for Electrical Vehicles. Filed 
June 3, 1898. Patented Apr. 25. 1899. 
Serial No. 682,423. (No model.") 
My i II ven I ion relates to a vertical fifth-wlieel 
for electric vehicles, my object being to pro- 
vide means for guiding the oscillating front 
axlo of an electric vehicle to thereby remove 
tho strain from the pin upon wliicli the axle 
is journaled. 

In accordance with my invention in the pre- 
ferred form thereof I provide upon the frame 
of the vehicle a pair of guidevrays or tables, 
one upon each side of the pivot or journal, 
and upon the oscillating front axle I mount 
brackets, one opposite each of the guideways, 
each of the brackets carrying a roller adapted 
to rest against and ride upon tho guideway, 
whereby the front axle during its oscillation 
is guided and tho journal pin or pivot is re- 
lieved from any shock or strain to which it 
would otherwise be subjected. The con- 
strnction thu3 constitutes a vertical fifth- 
wheel to accommodate and direct the vertical 
oscillation of the front axle. 

The combination with the vehicle-frame, of 
a veriicalli'^-oscillating pivoted axle consist- 
ing of a pair of tnbesor bars lying side by side 
iD a horizontal plane, a pair of vertical guides 
or tables carried on the frame on opposite 
sides of the journal-pin of the axle, a pair of 
brackets mounted on the under sides of said 
pair of tubeSj a clamping - plate for each 
bracket resting on the tops of the tubes and 
clamped to the bracket, and a pair of rollers, 
one journaled upon the end of each bracket 
and adapted to engage and roll iipon the re- 
3pw?tiv6 guides or tables, snbstautifilly as de- 
scrltfed. 

623^620. OCTAVE PATIN, Puteaux. 
France. Electrically- Propelled Road- 
Vehicle. Filed July 28, 1898. Patented 
Apr. 25, 1899. Serial No. 687,145. (No 
model.) 

My invention relates to an electrically-pro- 
pelled road-vehicle chiefly characterized by 
the method of suspendingthe dynamo, which 
is directly fixed on the rear axle of the vehi- 
cle, the said axle being specially designed 
therefor, and by the device employed for 
changing the speed quickly and without 
shocks. The devices to be manipulated by 
the attendant are arranged within reach of 
the latter and comprise a hand -wheel for 
jiteeriug, a hand-wheel for changing the ve- 
locity, the latter hand-wheel being adapted 
to be fixed in various positions, a pedal for 
effecting the operation of an air-brake, a lever 
for pressing the block of a second brake 
against the rim of the wheel, and a second 
lever for mechanically changing the speed of 
the vehicle, the structural arrangements be- 
ing such as to afford a means for combining, 
with the changes of speed by electric coup- 
ling, two mechanical changes of speed. 

I have shown in the accompanying draw- 
ings and by way of example the main struc- 
tural arrangements of my invention em- 
bodied in one particular form. 

For tne purpose of dispensing with the em- 
ployment of any intermediate frame or sup- 
port for Dxingthe motor, which framoorsup- 
port in vehicles as now constructed cncum- 
bei-s and increases the weight of the vehicle, 
I have arranged, as above described, to sup- 
port tiie motor directl yon the rear axle of the 
vehicle. To this end the axle is constructed 
in the following manner — tliat is to say : At 
its middle part Ik for a distance extending to 



ELECTRICITY. 

the points where tho suspCTision-springs are 
attached, tho said axlo is curved, .so that at 
this part it is lower than at the ends?/', which 
are made hollow to allow tho driving-shaft c 
to pass ihercthrough. Tho i^aid shaft c is 
therefore above tho body or middle part ^of 
tho axle. 

The spccd-elianging gear is in my vehicle" 
arranged in tho following manner — that is to 
say, it depends on the application to self-pro- 
pelled vehicles of a principle which has long 
been known and utilized in workshops and 
t,he like, but which has hitherto not been ap- 
plied to self-propelled vehicles. According 
to this arrangement the driving is effected 
not by the meshing together of toothed wheels, 
but by the adhesion of two smooth pulleys, 
the oiie the driving-pulley and the other the 
driven pulley, through the medium of one or 
more leather bands placed between them. 

In an electrically-propelled road-vehicle, 
the combination with the rear axlb having a 
downwardly-curved portion intermediately 
of its hollow ends, the driving-shaftc having 
its ends passed through the hollow ends of 
said I'car axle, a motor supported on the de- 
pressed portion of said rear axlo, the reai- 
wheels mounted upon the ends of said driv- 
ing-shaft c,and theband-brakcsorair-brakes 
/.:' W keyed on the wheel-naves near the in- 
ner ends thereof, substantially as specified. 

625,772. HENRY F. JOEL, London, 
England. Auto motor-Carriage. Filed 
Feb. 4, 1889. Patented May 30, 1889. 
Serial No. 704.360. TNo model.) 
lie it known that I, >ienky Fraj^cis Joel, 
a subject of the Queen of Great Britain and 
Ireland, residing at London, England, have 
invented a new and useful Improvement in 
Aut'>™otor-Carriages and the Like, (for which 
I have made applications for Letters Patent 
in Great Britain under No. 17,813, dated Au- 
gust 18, 1398; in France uuder'No, 268,630, 
dated Augustas, 1898; in Belgium under No. 
107,665, dated August 29, 1808, and in Italy 
under No. 40/156, dated Septomberl, 1898,) 
of which the following is a specification. 

This invention relates to automotor-car- 
riages and the like; and it consists of an im- 
proved underframe and support for a motor 
or motors, whereby automatic adjustment of 
the relative speed of the driving-wheels on 
one axletree when passing around a curve is 
effected and the motors are suspended so as 
to maintain a good driving grip upon the driv- 
ing-wheels, while at the same time (being en- 
tirely detached from the carriage-body) they 
are 80 elastically supported upon their frame 
as to diminish jar and vibration and to admit 
a certain compensating movement of the mo- 
tor relatively to its driving-wheel to facilitate 
starting. 

1. In an automotor-carriage the combina- 
tion with the axles and carrying-springs of 
such carriage having a motor-suspending 
frame elastically connected to said axlfes and 
a motorthereouof a driving-gear between the 
said motor and twodriving- wheels on the same 
axle adapted by means operated by the ob- 
liquity of the body of the carriage when turn- 
ing a curve to engage more firmly withthat 
driving-wheel which is on the outside of the 
curve and less firmly with that upon the in- 
side of the curve, substantially as described. 

2. In combination in an automotor-carriage 
a motor-suspending frame pivoted at one end 
upon the hind driving-axle and having elas- 
tic connections at its other end, a motor 
mounted thereon, driving connections be- 
tween the motor-shaft and driving-wheel, and 
an" intermediate jamming-puUey between the 
raotor-palley and driving-di-uni, adapted *to 
increase the grip upon that driving-wheel 
traveling upon the outside of a curve and to 
release the grip upon the other wheel npou 
tho inside of the curve, b}' means operated by 
the obliquity of the carriage-body to the ver- 
tical on passing such curve, substantially as 
described. 

3. In combination iu an automotor-enrrlage, 
a motor-suspending frame, motors carried 
thereon, an elliptical carriage-spring placed 
\'erticall3', forming attachment between rear 
ends of frames and the center of rear driving- 
a.xle, au elliptical carriage-spring placed hori- 
zontally forming the attachment between tho 
front ends of fiaraes and the center of front 
axle, and means for driving between motor- 
shaft and driving-axle adapted to permit tht 
elastic vertical play of the former to the lat- 
ter without disengagement to facilitate the 
starting of the motor. 

626,953. RUDOLPH M. HUNTER, 

Philadelphia, Pa. Electric Device for 
Propelling and Controlling Vehicles. 
Filed Mar. 29, 1899. Patented May 30. 
1899. Serial No. 710,875.- (No model.) 



My invention has reference to electric de- 
vices for propelling and controlling vehicles; 
and it consists of certain improvements fnlly 
set forth in the following specification and 
shown in the accompanying drawings, which 
form a part thereof. 

This application (Case No. 309) has special 
reference toan electric motive means adapted 
for voady attachment to vehicles already in 
use, whereby a brougham, phaeton, or wagon 
may bo electrically propelled without mate- 
rial modification or change in the said ve- 
hicles. Generallyspeaking, the front wheels 
and axles are removed and my improved elec- 
tromotive mechanism substituted, the latter 
being attached to the vehicle-body by a king- 
bolt or universal pivot-joint. 

More specifically considered, my invention 
comprehends a battery compartment or box 
for housing the electri(ei*laceumulator.s, said 
box being spring-supported upon a pair of 
driving"- wheels and one or more steering- 
wheels. The electric motors are geared or 
otherwise connected lo the driving-wheels by 
power-transmitting connections. I prefer to 
employ two electric motors, one to each of 
the driving-wheels and operating independ- 
ently. A suitable series- multiple controller 
or otlier means for regnlating the speed of the 
motors is attached to the vehicle proper or 
adapted to be operated therefrom and is elec- 
trically connected with the batteries and mo- 
tors, spas to permit of their movement about 
the king-bolt or universal joint, by which 
theyaro indirectly connected with the vehicle- 
body. The accumulator-cells are preferably 
arranged in series connection and the motors 
and their field-coils thrown inseries orparal- 
lel to vary the amperes of current, and hence 
tho speed. In steering where shai'p turns are 
required, as in turning out from a curb or 
rounding a corner, or where a quick tiirn is 
necessary to avoid a collision, it is advisable 
to throw the entire motive force upon the' 
" off " wheel, or that one away from the direc- 
tion of turning, and this action is comblried 
with the movement of the steering wheel or 
wheels tocause the entire propelling mechan- 
ism to quickly turn upon the king-bolt while, 
moving .forward. To secure this result, I 
provide a suitable electric switcli device 
which under tho extreme movements of the 
steering-lever cuts out one or the other of the 
two motors or so controls the motive power 
as ti> confine the propelling action wholly to 
one sido of th8.vehicle. The rear wheels and 
body need perform no function in the pro- 
pelling or steering, and hence are simply 
dragged or pulled along, and being supjTorted 
only on two wheels offer no material resist- 
ance to the proper swinging of the forward 
part under the action of the electromotive 
mechanism applied thereto at thft king-bolt. 
The electric switches are preferably so ar- 
ranged as to cut put or shunt the armatures 
of the motors, but do not come intp action in 
ordinary steering when normally running, as 
that action is accomplished by the steering- 
wheels alone. When either of the armatures 
are cut out, the motor-circuits 'may have re- 
sistances temporarily inserted by the switches 
to keep'tlown the current supplied to the re- 
maining motor in circuit and prevent tbo- 
rapid speed when making the sharp turns. 

Broadlyconsidered, my inventiouisan elec- 
tric motive mechanism self-contained and ca- 
pable of independent steering and so com- 
bined with a vehiqle-body of any usual con- 
struction that the latter is propelled and 
steered under the will of the operator. It is 
further evident that in a single "stable" it 
is possible to have one electromotive mech- 
anism for a variety of vehicle-bodies, so that 
a gentleman may have his electric brougham, 
phaeton, drag, <fcc., at a moderate cost, espe- 
cially so as he Can readily adapt his pi-esent 
horse -vehicles to use with my invention. 

1. In an electrically-propelled vehicle the 
combination of the body portion having a pair 
of rear wheels, with an electromotive mechan- 
ism consisting of a battery-box spring-sup- 
ported en a pair of driving-wheels and piv- 
oted to the front of the vehicle-bod^' portion, 
abaltery in and mbvable with thebox, a sepa- 
rate electric motor for rotating each of the 
driving-wheels, electric circuits for supplying 
curren"t from the battery to the motors, and 
means extending to the vehicle-body for ren- 
dering either motor non-propelling whereby 
the battery-box motors and driving-wheels 
may be caused to travel in a curve. 

2. In an electrically-propelled vehicle the 
combination of the body portion having a pair 
of rear wheels, with an electric motive mech- 
anis.n consisting of a battery-box spring-sap- 
porticd on a pair of driving-wheels and piv* 
oted to the front of the vehicle-body portion, 
a battery in and movable with the box, a sepa- 
rate electric motor for rotating each of the 
driving-wheels, electriccircuits forsupplying 
currentfrom the battery to the motorSfa con- 



troller for simultftneoasly controlling 'the 
speed of the inotoi-s adapted to be operated 
from Jthe vehicle-body, and means also ex- 
tending to the vehicle -body for rendering 
either motor non-propelling wherebj' the bat- 
tery-box motore and driving-wheels may bo 
caused to tra\ el in a curve. 

3. In an electrically-propelled vehicle the 
combination of the body portion having a pair 
of rear wheels, with an electromotive mech- 
anism eonsistingof a battery-box spring'-snp- 
poi'ted on a pair of driving-wheels and pivoted 
to the front of the vehicle-body portion, a bat- 
tery in and movable with the bax. a separate 
"e-lectric motor for rotating each of the dnv- 
ing-wheels, electric circuits for supplying cur- 
rent from the battery to the motors, a con- 
troller for simultaneously controlling the 
speed of both motors adapted to be operated 
from the vehicle-body, one or more steering- 
wheels also supporting the battery-box and 
independently of the vehicle-body, and means 
also extending to the vehicle-body for adjust- 
ing the steering-wheels and rendering either 
motor non-propelling whereby the batter3'-box 
motors and driving-wheels may be caused to 
travel in a curve. 

4. An electric motive mechanism for vehi- 
cles consisting of a battery-box having a pivot 
connection for attachment to a vehicle-body, 
springs and axles for sustaining the battery- 
bos, a pair of driving-wheels, two electric 
motors for respectively rotating said wheels, 
one or more steering-wheels also supporting 
the battery-box, meaiis forad justing the angle 
of the steering-wheels, and a battery in the 
box for supplying current to the motors. 

5. An electric motive mechanism for vehi- 
cles eonsistingof abattery-boxhavingapivot 
connection for attfl.chment to a vehicle-body, 
springs and axles for sustaining the battery- 
box, a pj'.ir of driving-wheels, two" electric 
motors for respectively rotating said wheels, 
one or more steering-wheels also supporting 
the battery-box, means for adjusting the an- 
gles of the steering-wheels, a battery in the 
box for supplying current to the motors, and 
electric switches for rendering either motor 
non-propelling. 

6. Au electric motive mechanism for vehi- 
cles eonsistingof abattery-boxhavingapivot 
connection for attachment to a vehicle-body, 
springs and axles for sustaining the battery- 
box, a pair of drawing-wheels, two electric 
motors for respectively rotating said wheels, 
one or more steering-wheels also supporting 
the battery-box, means for adjusting the angle 
o^ the steering-wheels, a battery in the box 
for supplying current to the motors, and elec- 
tric switches for rendering either motor non- 
propelling, and connecting devices between 
said switches and steering means whereby the 
motor for the wheel on the side toward the 
direction in which the vehicle is to run is au- 
tomatically rendered non - propelling when 
the steering wheel or wheels are turned. 

7. An eleetrically-propellp-d vehicle having 
a battery supported on driving and steering 
wheels, combi ned with a separate electric mo- 
tor to rotate each of the driving-wheels,meaus 
for adjusting the steering-wheels, and switch 
devices under the control of the steering 
means for rendering either of the motors non- 
propelUng, 

8. An electrically- propelled vehicle having 
a battery supported on driving and steering 
wheels, combined with a separate electric 
motor to rotate each of the driving-wheels, 
means for adjusting the steering - wheels, 
switch devices under the control of the steer- 
ing means for rendering either of the motors 
non-propellingi a trailing body-part pivoted 
to the driving-wheels adapted to swing later- 
ally, and means on the body part for control- 
ling the current to both motors and operating 
the steering means. 

9. In an electrically-propelled vehicle self- 
propelled battery and motor mechan ism , com- 
bined with a body parS supported upon a pair 
of wheels at one end ar»d pivoted at the other 
end to the self propelled battery and motor 
mechanism on a vertical axis. 

10. In au electrically-propelled vehicle self- 
propelled battery and motor mechanism pro- 
vided with .an adjustable steering wheel- or 
wheely, combined with a body part supported 
upon a pair of wheels at one end and pivoted 
at the other end to the solf-nropclled battery 
and motor meclianipm on a vertical axis and 
independent o( the steering wheels. 

11. In an electrically-propelled vehicle a 
frame having a pair of driving-wheels, elec- 
tric-motor raeehauism to rotate said wheels 
and an adjustable steering-wheel, combined 
wiih a trailing bod}"^ part supported upon rear 
wheels, and a pivot oonnecliou b»;tween the 
furward part of the body and the frame car- 
rying the driving and steering wheels. 

12. In an electrically-propelled vehicle a 
fmme having & pair of driving-wheels, elec- 
tric-motor mechanism to rotate said wheels 



ELECTRICITY. 



and anadjustable steoring-wheel, combined 
with a trailing body part supported upon rear 
wheels, a pivot connection between the for- 
ward part of the body and the frame carry- 
ing the driving and steeric^;.' wheels, and 
means for controlling the electric raotoi-s and 
adjusting the steering-wheels from the trail- 
ing body part. 

13. lu an electrically-propelled vehicle a 
pivoted truck portion provided with a bat- 
tery-compartment and one or more adjust- 
able steering-wheels, a battery in said com- 
partment and movable with the truck inde- 
pendently of the body, a body part support- 
ed on two wheels at its rear and pivoted at 
its forward part upon the truck portion, and 
means on the body part for controlling the 
steering-wheels and flow of current from the 
battery of the truck. 

14. An electrically-propelled truck having 
one or more adjustable steering-wheels, com* 
blued with a trailing vehicle-body, a detach- 
able universal-pivot connection between the 
forward part of the body and truck whereby 
they may be detached when required but are 
normally inseparable, and detachable means 
extending to the vehicle-body for controlling 
the steering-gear. 

15. The. combination of the battery-box C, 
the driving-wheels E supporting the box by 
springs, two electric motors G separately ar- 
ranged to rotate the two driving-wheels, one 
or more steering-wheels having a support ro- 
tatable on a vertical axis and spring-connect- 
ed with the battery-box, a battery in the box, 
and a trailing body A supported at the rear 
on two wheels and pivotally connected at the 
front with the battery-box. 

16. The combination of a battery-box C, 
the driving-wheels E supporting the box by 
springs, two electric motors G separately ar- 
ranged to rotate the two driving-wheels, one 
or more steering-wheels having a support ro- 
tatable on a vertical axis and spring-connect- 
ed with the battery-box, a battery in the box, 
a trailing body A supported at the rear on 
two wheels and pivotally connected at the 
front with the battery-box, a controller P for 
regulating the motors carried on the body A, 
flexible circuits connecting the controller 
\vith the battery and motors, and means for 
operating the steering wheel or wheels from 
the body. 

17. The combination of the batterj'-box C, 
the driving-wheels E supporting the box by 
springs, two electric motors-G separately ar- 
ranged to rotate the twoMriving-wheels, one 
or more steering-wheels having a support ro- 
tatable on a vertical axis i^nd spring-connect-- 
ed with the battery-box, a battery in the box, 
a trailing body A supported at the rear on 
two wheels and pivotally connected at the 
front with the battery-box, and means for op- 
erating the steering wheel or wheels extend- 
ing to the body. 

18. In an electrically-propelled vehicle, a 
frame having two driving-wheels independ- 
ently rotated, a rearsteering-wheelof smaller 
diameter adjustable upon the frame aboutan 
upright axis, a separate electric motor to ro- 
tate each of the driving-wheels sustained bj' 
theframo, atrailingbodypartsupportedupon 
wheels and pivoted at its forward part to the 
frame of the driving wheels and motors, and 
means extending to the body part for con- 
trolling the motors and operating the steei'- 
ing-wheel. 

19. In a motor- vehicle, (he combination of 
a pivoted mechanically-driven truck having 
driving-wheels and one or more steering- 
wheels adjustable about an upright axis, and 
a trailing body portion supported upon wheels 
at the rear and having its forward end pi\ 
oted L6 the truck. 

20. In a motor-vehicle, the combination of 
a pivoted mechanically-driven truck having 
driving-wheels and one or more steeriug- 
whoels adjustable^about an upright axis, a 
trailing body portion supported upon wheels 
at (he i-oar and having its forward end piv- 
ittid to the truiik, and means extending from 
the body portion to the pivoted trutjk for ad- 

, justing the steering-wheel and controlling 
the speed of the driving means. 

21. In an electrically-propelled vehicle, 
self-propelled batteiyand motor niechanism, 
combined with a body part supported upon 
ft pair of wheels at one end and pivoted at 
the other end to the self-propelled battery 
and motor mechanism on a vertical axis, a 
controller for Regulating the speed of the mo- 
tors arranged npon the body part, flexible 
circuits connecting the controller with the 
battery and motor mechanism, and adetach- 
able electric coupling in said circuits to per- 
mit quick connection and disconnection of 
the motor mechanism with the body part. 

627,086. JOHN SCHNEPF. New York. 

N, v.. assignor to William C. Doacher, 
same place. Autoruobile. Filed May 6, 



537 

1898. Patented June 13. 1899. Serial 
No. 679,905. CNo model. 1 

My invention relates to improvements in 
bicycles and the like; and it consists in the 
novel -construction and arrangement of the 
parts thereof hereinafter fully described. 

The chief objeetof my invention is to pro- 
vide a means which may be attached to or de- 
tached fj-om a bic3'cle of anj'^ ordinary type, 
which means may be utilized as a primary or 
auxiliary drivinjr means. 

i . In a device of the character described in 
coiubination a vehicle having a frame and a 
front and rear wheel, a support attached to 
said frame and extending over said rear 
wheel, a motor carried by said support hav- 
ing a pulley driven by said motor and fric- 
tionally engaging said rear wheel, means foi'm- 
ing a part of said support whe-reby the sam© 
and said motor may be vertically adjusted eo 
as to press said pulley firmly against said 
wheel, said motor located at op© side of the 
point of attachment of said support to said 
vehicle and automatically bearing its weighty 
when said pulley is pressed against said 
wheel, upon said pulley to increase the fric- 
tion between it and said wheel. 

2, In a device of the character described 
in combination an electric motor, a pulley 
driven by said motor, aframe,extendingfrom 
said motorand adapted for attachment to the 
eeat-ynst and rear tubes of a diamond-frame 
bicycle, having an attaching means toward 
the end thereof away from said motor and 
two means of attachment between said mo- 
torand said forward means, each laterally 
separated from said forward attaching means. 

627,133. WILLIAM M. McDOUGALL, 

East Orange, N. J. Electric Vehicle. 
Filed Aug. 4. 1898. Patented June 20, 

1899. Serial No. 687.685. (No model.> 
This invention relates to motive -power 

mechanism especially adapted for automobile 
vehicles, although the invention is also appli- 
cable to any electrically-propelled vehicle. 

In electric carriages receiving tlieir power 
from a storage battery one of the greatest 
causes for deterioration of the batterj' is the' 
violent strain put upon it by reason of the 
grades over wliich the vehicle travels. My 
invention isa mechanical appliance for chang- 
ing the gearing between the motor-shaft and 
the axle,SQ as to enable the former to run at 
a substantially constant speed, thus main- 
taining a constant counter electromotive 
force and a constant output of the battery. 
In carrying out my invention I provide for 
bodily moving the motor or the motor-shaft in 
such a way as to throw the pinion on the motor- 
shaft out of engagement with one gear and 
into engagement with another gear of differ- 
ent pitch, and since tlie two gears referred to 
are respectively au external or spur gear and 
an internal gear my invention also compre- 
hends mechanism for simultaneously chang- 
ing the direction of rotation of the motor. 

The invention will be described with ref- 
erence to the accompanying drawings, in 
which — 

Figure 1 is a side elevation of an electric 
carriage with parts broken away to more 
clearly illustrate the invention. Fig. 2 is a 
plan of portions of the running-geal-, showing 
an arrangement for shifting the position of 
the motor bodily; and Fig. 3 is a similar plan 
showing an arrangement for shifting the ar- 
maturfi-shaft only of the motor. 

Arepresentsthedrivenaxleof the carriage. 
On eachendandadjacenttoeach wheel there- 
of are two.gear-wheelsaand a', respectively, 
placed in parallel planes, the former being a 
spur-gear and the latter an internal gear. 
The vehicle is driven by two motors B, one 
for each driving-wheel. 

1. In an electrically-propelled vehicle, the 
combination of a plurality of gear-wheels, an 
electric motor and its shaft and means for 
shifting the motor bodily to throw its shaft 
into and out of mesh with said gear-wheels, 
substantially as described. 

2. In an electrically-propelled vehicle, the 
combination of two gear-wheels, one external 
and the other internal gear, an armature- 
shaft located between the pitch-lines of the 
two gears, and, means for shifting the arma- 
ture-shaft laterally to throw It out of engage- 
ment with one gear and into engagement with 
the other, and means for simuUaneouslj' re- 
versing the direction of rotation of the motor, 
substantially as described. 

3. In an electrically-propelled vehicle, the 
oombiDatioii of &■ plurality of gear-wheels, an 
electrif motoi and its shaft, a system of le- 
vers by which the shaft is moved to engage 
with one or tht other of said gears, a pole- 
changing s\vitch controlling cnrrent to the 
motor and connected with said system of le- 
vers and means for manually moving the sys- 
tem of levers, substantially-as described. 



538 



Gearing for 

Self^Propelled 



Catriages, 



53,209. JOHN G. WILKISON, Quin- 
cy, O. Traction Wheel. Patented Mar. 
13. 1865. 

The shaft E, pravidcd with tlie pulleys P F 
vmd the wheels K K, bauds G H, ami pulleys 
C, for prcpelliug the vehicle, in the aiauuer 
aud for the purpose herein specified. 

91,018. WILLIAM F. HOLSKE and B. 

T. BABBITT, New York, N. Y. Ve- 

locippde. Patented June 8, 1869. 

The main object of this invention is to 
produce a novel mechanism for propelling 
velocipedes and other vehicles by means of^ 
muscular or other power, said power beinj' 
applied by persons, animals, or machines 
plac*?d upon and conveyed by the said vehi- 
cles. 

The invention consists in the application 
of friction-clutches to the edges of wheels 
to be revolved, said clutches being preferably 
made in the form of friction-rollers, operated 
by suitable mechanism. 

The invention consists, also, in so arrang- 
ing the aforesaid friction-clutches, in pairs 
or oscillating frames, that they can be read- 
ily thrown in or out of gear, to p'optl the 
machine in either direction. 

1. The application cf reversible friction- 
clutches, working against the edges of disks 
or wheels, as described, to propel a veloci- 
pede, 'or other' vehicle, as specified. 

2. The pivoted plates G, carrying the fric- 
tion-rollers c c', in eccentric slots, as described, 
and so arranged as to be adjustable on the 
driving-axle, to reverse the motion, as speci- 
fied. 

3. The levers H H, when arranged, to ad- 
just the plates G, on the axle A, substan- 
tially as herein shown and described, for the 
purpose of reversing the motion of the vehi- 
cle, as specified. 

127,219. ALLEN C. BURNER, Green 
Bank, W.Va. Improvement in Mechan- 
ical Movements. Patented May 28, 1872. 

" I propose to employ a series of heavy cams, . 
alternately acting against levers or rods con- 
nected to a corresponding series of cranks up- 
on the main axle. Said cams I propose shall 
be of weight sufficient to effect the required 
revolution of the main axle, so that friction at 
the axle upon which said cams revolve will be 
mainly neutralized, as the weight of said cams 
will rest upon the levers or connecting-rods, 
and be thereby imposed upon the main axle, 
instead of resting in the bearings of the cam- 
axle. 

I do not propose to confine myself to loco- 
aiotive-carriages in applying my invention, as 
it -will appear evident that it may be applied 
asa motnr for shop purposes with equ.il facility. 

1. The combination of the heavy cams G G 
with the connecting-rods C C and cranks B B 
upon the main axle A, substantially as de- 
scribed. 

2. In combination with the cams G, connect- 
ing-rods 0, and cranks B, the eccentric or 
crank-rods K K, substantially as described. 

3. The pivoted levers D D, in combination 
with cams G, connecting-rods 0, and cranks B 
ni)on the axle A, substantially as set forth. 

4. In combination with the axle A and ring 
M, the rack-riug If and steering-pinion P, sub- 
stantially as set forth- 

163,681. WILLIAM H. MILLIKEN, Sac- 
ramento, Cal. Traction-Engine. Filed 
Apr. 10, 1875. Patented May 25, 1875. 

' The essential object.s of tliis iiiveution arc, 
first, to contrive a niaehine whereby the powur 
cai] be applied to all of the wheeKs, and they 
can at the same time \'e turned readily I'lOni 
right to left, au<l vice versa, for steering tjio 
machine, ami tor tnrning around; aud, secOinl, 
to mount the body so that the weight will lie 
equally distributed, and at all times borne 
on the wheels alike, no matter what irregular- 
ities there may be in the surface, and at the 
.same time m'ake the connection by springs to 
•obtain the necessary clastic support without 
the use of rubber. 



GEARING 



The Bi'st pi^rt ofthe invention is eftfderi b,v 
Eiouiitu!t< ei'uU wbccl ou h .siiort tndepenclenf 
axlf, ^^Uich is supported in bearing's eacli sirt'? 
of the ',vlitcl, iu tbe loiver end of a yoUtt e<- 
teiiuiii;^' ujj over tbe wheol, ^ud pivotwi vtr- 
tically 'oy its inner DiC'inbor to tlio body, so as 
to tunij and at the same ti^nc allou tlio^ body 
to rise and fait, and connctMinc tlic mnw vud 
of.tbeaxle, by a section having; a juini ;il t*flcli 
end, with a middle sectini- I:avinj>- 1 he dnvmij- 
wheel, aud anung;cil in boxe?; attacliCki lo t!n; 
body of the cj,rriHye, and ;;'-^rt'd wUh tb'? di iv- 
ing-fc'igines by mechanism also carried in tlir 
budy, and therefore positively connected with 
it, while it is tlexibly connected with thewlK-els, 
so as to rise aud fall readily, and .so that Lliey 
cau tnvu laterally for ;,'U!dirijj and tiuniuj,' 
around. For turninj> the wheely and a\Ies> 
laterally to steer tbe luachiuo and i*> tuiu 
around, tbe outer ends of the axles are con- 
nected by rods with a vertical rock-lover on a 
shaft between the fore and hind wheels, and 
extending from side to side to receive both 
rock-Jevers, and geared by worm-gears with 
'be steering-wheel, to be workeil by hand. Tlie 
rock-levers draw the whi-els together on one 
side, and force them apart ou tbe other side, 
and thus direct the machine as desired. 

The second part of tbe iu\ eutioa is ctlVcted 
by the use of equalizing -support-s, :uian.i;:ed 
iu pairs under the body, transversely uu a pivot 
at the middle attached to the body, aud car- 
rying at the ends spiings snppurted bi-lwecn 
the two ciinalizers of eavii puir by lifin;; con- 
nected to their ends, and tiiese sptinys arc 
supjtorted by tbe yokes in wbieh the wheelsarH 
iiiounled, aud on which the bodi, hits vertical 
uioyejiients, riUosviu^ tbe nece^Siiry aclioa to 
f",0Mi|iensate for tiie iinH\*enncss of tiic ground. 

1. The wheels A, in coinViination with inde- 
pendent axles IJ, yokes I), pivots, and body, 
substantially aa sot forth. 

2. The iudepemlent axles, in combination 
with jointed sections of vbo main axle, niiddlo 
sections of the same, body provided with fixed 
bisirings for the same, and" tiie driving-whotl 
curied thereby, substantially as set forth. 

;t. Tbecoiubinationof tlje wheels, indei)end 
cnt axles, horizontally-oscillatin^c yokes n,and 
rock-shaft N, substantially as and for tbe luir- 
pose set fortii. 

-f. The combination of cqnalizing-bars Q and 
springs S with tlie body stnd the borizoiitall.v- 
o.sciilatiug independent wiieels, substantially 
as set forth. 

5. The combination of pivoted yoke.s D with 
the l^otly, each having vorlicrtl luov uments rcl- 
gitively to the othpr, subslantirtilv as set fortli. 

200,266, JOHN DOYLE, Hoboken. N. 

J. Motors for Propelling Vehicles, or 

Mechanical Horses. Filed Aug. 4. 1877. 

Patented Feb, 2. 1878. 

My invention relates to iiuprovemciits in 
iQecbanical horses or roa<l-eugines ; and It con- 
sists iu certain de.iccs aud combinations 
thereof for mecbanically imitating the step of 
a horse and producing au ambulatory move- 
ment iu an apparatus for pulling vohicies. 

1. TbecomDination oisiiPttiJ,naviiigerank" 
bend d, elbow-levers G G', links H H'j rods 
K K', and tbe fore cad hind legs of tbe appa- 
ratus, substantially as described. 

2. In combination with tbe vibratory legs of 
a mechanical horse or road-engine, the shaft 
D, cam-disks F F', rods K K' pins k if, elbow- 
levers I r and L L', hoof-rods c c', and knee- 
rods h 6', substantially as described. 

3. The combination of elbow-lever L, knee- 
rod bj hoof-link c", hoof N, and the upper and 
lower joints of Itg B, having slots 1* and Q, 
in which move pins p aud q, substantially as 
aud for tbe purpose set forth. 

4. The combination of cam-disks F F', rod 
K, pin fc, elbow lever I, Iioof-rod c, pivoted 
hoof M, and leg C, siibstautjally as specified. 

5. Tlie combination of cam-disks F F', rod 
K, pin h, elbow-lever I, hoof-rod c, hoof M, leg 
0, link H, and elbow-leyer O, substantially as 
described. 

6. In combination wiili the shaft D, having 
crank-bend d, the elbow-levers G G", connected 
by the slotted plate jr, aud the cam-disks F F', 
aU connected with aud operating the legs and 
joint-rods thereof in a mechanical horse or 
road-engine, substantially as siiecified. 

7. The pivoted plate S, having slot's s s', in 
combination with the fore legs li B', substan- 
tially as described. 

205,212. JOHN B. ROOT, New York, 
N. Y. Road Locomotive. Filed Oct. 
27, 1877. Patented June 25, 1&78. 
In road-locomotives, or, as they are otlier- 
wise called, "traetibn engines." as generally 
heretofore constructed, the traction -wheels 
have been mounted upon axles that maintained 
a fixed relation to the line of dii-ection along 
TPliich the machine moved. Variousdisadvan- 
tages attend this construction, among them 
the circumstance that wheels thuS moun1*d, 
when encountering obstructions or coming 
upon soft ground, are liable, by their con- 
tinued revolution on the same spot, to dig- 



down inio the snrfdce of tbe roa<i.*»flrt Hiiir> 
enoberi. iJiHm<ielves and wholly arreeit the wd 
vaiice of the engino, 

'the present invpnliun is based upon an en 
lii^'ly tlitferent pvinciplu of constraction, the 
propelling-whcpl.s beiiij'- mountndj .so as io 
inovw (Q and ont with pei'^i snce to the p^'M »^ 
the nirtcbine, ahsummg r\ diajjon^l pusUieii 
lehdively to s>ich patl- as tbey jievform theh* 
\ibrations. The action of the parts \fhio\i fol 
lows from tliLs coii.^.tmction is somewhal nk"t 
10 that which atiend3 Ihe mcrveraents of a- 
skatoron tbe icpornn oarsman propellingah'ja '. ' 
through the water by .smiling, except in lb«) 
present appaiaUi'-, by reason nf the medium 
upon which it moves, the wh'iel becomes an 
important element. 

It will be observed that- dnring a portion 
of each outward or inwart) ^'^l)^ation of the 
wheels they will be inclined from tbeirnormjvl 
peq)endicular position, aud when thus iucli ned 
will not only be rmming forward- diagonall.v 
to tbe path of the machine, but will actn$,ll.v 
be pushing against tlie ground^ and it will 
also be observed that during a portion ot each 
vibration of tbe wheels tbe center of gravity 
of tbe corresponding end of the truck wi!! be 
raised, but oulyto descend during the remain- 
ing part- Both of these last-Tiamed fe-atui-es 
combine with the di-igonal movements of the 
wheels to aid iu moving the machine forward. 

It should be vcmarke<i that the diiving- 
sbaft 1), instiEwl of being made in two par*;^v 
as shown iu the drawing, may be made rigiu 
throughout; and in that case the tendency of 
either end of the truck to rise as the vibriit 
ing anns swing from their extreme positions 
to the perpeudicnlar position will be ojmpcn 
sated by the x^^^.Y of the sjiring B and the. 
joint which connects the vibrating arms with 
their respecti\'ev,iieel-iramo^. This, of course, 
requires that the spring l>e made of a strengtli 
coiTesponding to the work thus put upon if. 

The object of arranging tbe whoels in pair=; 
is to keep the ivm*hin(> sleady in it^^ foiwavd 
cc'irse,and thu^ prevent th<*hitfTa! Obcillaiion 
that would attend the ur^e of a sin^lr wheel 
centi'ally located. A single wheel, donbtless 
might be used 'or 'uiving a v^.hicle providfitl 
with proper carrying-wheels, were itnot for the 
constant tendency to veer to the right and th''* 
left with every change in the direction of the 
Tvheel, which maizes the arrangement in pairc; 
very desirable. 

1. Jn combination with a vehicle or trac- 
tion-engine, a propellJng-wheei, or other de- 
vice mounted upou a vibrating arm, so as to 
run upon tbe ground iu directions diagonal 
to the general path of the machine, aud chang- 
ing alternately to tlie right and left, subst-vn- 
tiall, as described. 

2. in cx>inbinatioa with a "vehicle or trac- 
tion-engine, a pair of propelling-wheels or 
other devices mouut(*fl upon vibrating avms, 
so as to run ou the ground ui directions diag- 
onal to the general path of tlie machipo, a,ni.t 
to act against each other to steady the ma- 
chine, substantially as described. 

3. In combination with the propelling- 
wheels or other devices of the traction en- 
giue or vehicle, the swivel-joint and spring 
by which they are attached to the vibrating 
arms, substantially as and for the i>urpose 
described. 

231,547. TOMMASO DONATO, New 
York, N. Y. Device for Converting 
Motion. Filed Mar. 26, 1880. Patented 
Aug. 24. 1880. (Model.) 
The object of my invention is to provide a. 
liew and improved mechanism for converting 
reciprocating into rotary motion. 

The iuventioD consists' in a rocking lever 
having one or two segmeutal racks attached 
thereto, which act upon sliding racks having 
a connecting-rod of a crank pivoted between 
them, whereby the reciprocatiugmotionof the 
rocking lever is converted into rotary motion, 
and the power is greatly augmented by the 
difference iu the leverage of the rocking lever 
and tbe segmeutal racks, and is then trans- 
mitted to driving- wheels by intermediate 
i;e;ired wheels. 

ji. A mechanism -for con\'erting motion and 
augmentingpower, made substantially as here- 
in shown and described, and consisting of a 
rocking lever aiul segmental racks attached 
thereto, of sliding racks upon which the seg- 
meutal racks act, of a connecting-rod pivoted 
between the sliding racks, aud of a crsyik and 
geared wheels for trausmitting iho motion, as 
set forth. 

2. In a mechanism for converting motion 
and augmenting power, the combination, with 
the rocking lever A, of segmental racks K, the 
sJtraight racks F, and the sliding frame G,snb- 
stantialiy as herein shown and described, and 
for the purpose set forth, 

3. In a mechanism for converting motion 
aud angmentiug power, the combination, wrfh 
the rocking ]ever A, of the segmetal racks E, 

. the stttiight ractts F, the sliding frame G, con 



iiectinji-rod I. cmnk J, geared wheels h and 
J\I, anil tlie fly-wheels P,siibst:nitifllly us liert*- 
iii shown nntl doscri'oed. and for the imiposc 
-set forth. 

■1-. Til a mcchanisni I'm' cnnvcinna luoiioii 
and rtugincntinp: power, tiic coinbiiirttion. with 
the roekijij; lever A. ofthe .soixinemal Vacks F, 
the straight ii*''k.s F, the ^lirJnci fvHiuc G, con- 
uecthig-roil I, crank J. geared wheels L an.l^ 
O, anrl shaft Q, with (Iriving wheels R 11 or' 
l)iiHcys S S. sub>itaiitially ;vs henMn shown an;l 
described, and for the inupcise set forth. 

5. In a iiiechanisiu for converting motion 
and augmeutin.ir power, the combination, with 
the rocking lever A, .if the sejiimciital racks 
K, the straight racks K the sliding frame O, 
connecting-rod 1, crank J, j.eared wlieels Ij 
and O, bevelc<l geared \>heci» Umid V, shaft 
W, and itropellci-screw Y, substantially as 
hcreiti shown and described, and for the pur- 
liose set forth. 

270,308. ALBERT S. HAN3COM, 

Mcorh^ad, Minn. Traction - Engine. 

Filed Aug. 3, 1882. Patented Jan. 9, 

1883; f No .model.) 

lu carr^THg- my invention into effect I era- 
ploy fonr diive-wheels, A, two of which are 
so arranged tljaL they can be raised or low- 
ered at pleasiirt^. Power is applied to the for- 
ward drive-w heels by means of a chain, C, that 
also acts as a track or roadbed for the for- 
ward and rear wheels to run npon, the object 
being to secure a broad bearing that will not 
be liable to sink into soft ground. 

i. In A traction attachment lor road -en- 
gines, the combination of the driving-wheela 
A A, frames B li, irafrk-chains C C, and ten- 
sion-springs E E, suhstantially a-^ showii and 
described. 

2. Id a traction altacl.'meiit for road -en- 
gines, Che combiiiatioii of the cylinders K K, 
pistoD-rods H H and I F, and springs G G 
for raising the guile-wheels and ihruwiiigtlie 
entire weight of the niarhinn on the driving- 
wheels, substantially as dfscribed. 

3. In a traction attachment for road-eu- 
giues, the combination of the driviug-wheets 
A A, connected by a track-chaiu« C, the frames 
B B and M, axles T and X, the sliding blncks 
D D, bars F F. and springs E E for rcgalat- 
ing the tension of the track-chain, the guid- 
ing- wheels N, carried by the forward end of the 
frame jVT, and means for raising said fram^and 
guiding-wheels, whereby the entire weight of 
the machine is thrown on the driving-wheels, 
substantially as shown and describp't, 

282,022. FRANKLIN E. YOUNG, 

Canton, O. Traction-Wheel. Filed May 

12,1883. Patented July 24, 1883. (No 
model. ) 

This invention relates to certain iiapiove 
ments iu traction -wheels; audit cojisists in 
the employment of smaller driving-wheels 
placed upon circular j-ails witliin the tires ot 
the larger wheels, which roll over the sur- 
face of the ground ci- track. The support of 
said larger wheels is so ari-anged that the small 
wheels may be adjusted eitliei- in front or in 
the rear of the axis of the larger wheels, .whei'c- 
"by the load and weight of the vehicle can be. 
made to propel it forward, or to retaid it in 
descending steep grades, all of which will be 
hereinafter more fully described, and pointed 
ont in the rlaini 

The combination of the driving-wheels C C 
with the larger wheels E E, supported in bear- 
ings F F, the conncctiug-rods H H, and gear- 
wheels I r and J, whereby the wheels B B are 
adjusted relative to the wheels E E, s\ibstan- 
tiaJly as and for the purpose xloscribed. 

304,960. CHARLES A. RODINE and 
JOHN G. MALMGREN, Chicago. 111. 
Velocipede. Filed Feb. 27, 1884. Pat- 
pntPrl Sect. 9. 18S4. (No model.) 

This invention relates to au improvement 
in motors; and it consists in the peculiar con- 
struction and an-angement of the same, sub- 
stanlially as will be hereinafter more fnlly set 
fiartii and claimed. 

It will seh.om be found necessary to reverse 
the motion of this motor; but shonld it be de- 
sired, the lever may be slipped off the shaft 
and reversed, when the ratchet will of course 
act iu a reverse direction. 

It is obvious that the peculiar arrangement 
of gearing shown is not au arbiti-iiry one. but 
may be varied somewhat — as, for instance, the 
gearing may be laid horizontal and connected 
to the i-atehet-lever, to operate iu the same 
manner, and ocCupy less room below the bed 
flf the vehicle. 

1. The frame A, haviug the cimiiked axle I>\ 
:ind the lever C, with its spind spring F, in 
corpbiuatioh with an iotermediate sjsteui of 
gearing eounected to the axle by pitu^en, sub- 
stantially as and for the purpose set forth. 



GEARING. 

2. The rombiuation, with the balauce-wheel 
B', of tlie brake lever H, having a retracting 
spring, h'. and the cord /(', an<l foot pedal H', 
subslantihlly asand for the purposes set fortli. 

0. The k'vi'i *'. couneetcd by a ratchet and 
pawl to Ihe <hfllf c. and provided willi a tor 
Sinn spun;:, I , ni (■omlu'natioii with Ihc ^»'av- 
in;i C C C", iioiHieelcd to tliodri\ ing-:iyli'. *;ub 
NtdiiLiatiy as sliiiwn A»r\ flcsi'r!lt''ii, 

317,683. HERMANN SCHULZE- 
BERGE, Rochc-ster, Pa. Road Engine. 

Frlfd^Oct. 25. IWA. Patented May 12, 

I-SnS.' (^Nt> nu.del.) 

My iDvonlion iclatesto an improvement in 
vehic!e5, more particularly to those classes o I 
vehicles in winch a motive power is trans- 
ferred to the wheels from a power-driven shaft 
within the vehicles, or is communicated to 
mechanism within or upon the vehicle from 
revolution of tiie whcls. To the formerclass 
belong road-wagons driven by steam or other 
motive power, and the latter class embraces 
uiany mowinj^- machines and other agricult- 
ural itrip'.eiueiits, the mechanism of which is 
moved by power from the wheels as the appa- 
ratus moves over the ground. 

Heretofore a great difficulty in the con- 
stiuctioD and operation of such vehicles has 
been to arrange the power-ti-ansmittiag gear- 
ing so as to compensate for the jolts ?nd jars 
received as the vehicle passes over uneven 
ground, for if the parts are rigidly adjusted 
the unevenness of rough roads or plowed 
fields may soon break or bend them irrepara- 
bly. 

It is the object of my invention to prevent 
this by so adjusting the power mechanism as 
to allow it considerable movement without 
disturbing its action. 

1. In a road-vehicle, the combination of a 
shaft mounted on stationary bearings on the 
vehicle, one or more of the wheels of the ve- 
hicle connected with the body of the vehicle 
so as to be capable of a vertical-movement to- 
ward or away from the body of the vehicle as 
the wheel passes over uneven ground, jointed 
arms connected with the shaft andwith'tne 
axle of the said vehicle wheel or wheels, and 
a gearing mounted on the middle joint of said 
arms, and capable of roceiving and transmit- 
ting pow;er from the shaft to the wheel or 
wheels, substantially as and for the purpose 
specified. 

2. The combination, in a vehicle having an 
intermediate axle mounted on swinging bear- 
ings for transmitting motion, substantially as 
described, between a vehicle-wheel and a shaft 
mounted on stationary bearings within the 
vehicle, of a drive- wheel whose axis is verti- 
cally movable against suitable springs con- 
nected with the vehicle-body and adapted to 
compensate for uucvenness of the ground over 
which n moves, and a vertically-adjustable 
block for raising and denrsssing said springs 
and saiu a.\:!e toward and away from the vehi- 
cle-body, as aud for thepurposes specified. 

340,664. ZUANGLE R. FERGUSON, 
Excelsior, Mo. Power for Converting 
Motion. Filed Jan. 30, 1886. Patented 
Apr. 27, 1886. Serial No. 190,285. (No 
model.) 

The object of this improvement is a device" 
for converting reciprocating into rotary mo- 
tion, and t>atis adapted to he transported 
from place to place and efBuiently applied to 
driving thnishers and other agricnltural ma- 
chinery. These results are attainable by the 
mechanism illustrated in the drawings here 
with filed as part hereof, in which the same 
letters of reference denote the same parts iu 
the different views. 

1. The levers having slotted ends articu- 
lated to their bodies, as shown, in combina- 
tion, with the pitmen and gear-wheels ar- 
ranged to operate a band-wheel, as specified, 
the frame provided with momentum-wheels 
arranged to operate as described, and the in- 
termediate pitmen connecting the motion of 
the parts, as aud for the purpose set forth. 

2. The combination of the pitmen augu- 
larly connected to the crank-disk on the driv- 
ing-shaft, and the crank-disks on the shafts 
provided with the momentum-wheels, and the 
longitudinal pitniau conuected to the crank- 
disks on the shafts provided with the luonien- 
tum-wheels, arninged to operate as and for 
the purpose set forth. 

3. The guide-fi"ame affixed to the rear sup- 
porting-frame, in combination with the latter, 
and the pitmen connected to the momentom- 
wheels, and ievera arranged to operate the 
band-wheel, as aud for the pni-BOse set forth. 

346,974. STANLEY E. WORRELL, 

Hannibal, Mo. Road -Engine. Filed 
Dec. 17, 1885. Patented Aug. 10, 1886. 
Serial No. 185.990. (No model.) 
My invention relates to an improvement Ju 
common rjad-eugine or self-iiropcHiug vehi 
.es. As heretofore oonsl ruotcd. tueseconvey ■ 



539 



ances have been unwieldy. ditlicuU to gnide, 
therefore re([ni ring a great reduction of .speed 
iu making turns, and freiineutly getting be- 
yond the control of the operator, thus being 
i'able to acciilents aud dangerous to operate, 
except at a very limited ml c of speed. Those 
serious objections ha\e prevented the adop- 
tion of this method of Irausportation, except 
loalimilcil extent, while its natural advan- 
tages would point to its greal utility. 

Tlic object of my iuventi<Hi is to supply a 
sinijilc device which will ^ive Ihc operator or 
guider of these vehicle-^ more perfect control 
of them whilu iu motion, so as to overcome 
the above-mcnliuncd olij^cli'ms, aud thereby 
greatly facilitating their adoption. 

1 am aware that many de\ices have Iippu 
paleiih'd for guiding ti"aGtion or road engine.'*, 
consisting of cianks in connection with cog- 
wheels, chains and sproekcis; oi' rope ami 
baudpnllcy.s also fricliona! gearing, all of 
which are ohjectiouable for containing loo 
much lost molictn and bi*iug loo slow or nil- 
ccrt.aiu in action. Sunie- of ihi'so in\ciition3 
arc faulty from being rigidly consi ructed, aud 
therefore liable to injure the operator or dis- 
able the machiiuny when the wagon is passing 
over roads with an uneven surlacc. My device 
widely ditrei-sfromdiescinnot containing any 
cranks, wheels, chains, ropes, or bands, it is 
quick in action, has no lost motion, is c:\sy to 
oj)erate, aud not liable to disari-augemcnt, and 
is so constrnctcd that, although at all times 
firmly governing the guiding-whccls, it per- 
mits of suflicicnt ehxsticity to allow them to 
pass over the nsual inequalities of common 
highways at acnmparalivcly high rate of speed 
without any tenons shocks to the operator or 
vehicle. 

1. In a guiding device for self-propelling 
vehicles for connuou roads, the coinbination 
of the hand-lever IJ. iu which is pivoted the 
spring-lateli *7, connccttNl with the frictionai 
wedge T*, the slotted clamp V, the quadrant 
(■, the councciiug-rodl^ containing the springs 
rt « and the pressure-plug h, aud the slotted 
goiding-axlc c, provide<l witli bolt »', substan- 
tially as described. 

2. lu combination with (he angular latch 
</, pivoted in a haud-lever and i)rovided with 
the spring h, the rod /.-, (laliened near its up- 
per cud aud threaded Into the nut »", with the 
wedge D at its opposite end, the clamp F, and 
the quadrant C, substantially as set forth, aud 
for the purj}Osc specified. 

3. The combination of the quadrant C, the 
slotted clamp F, and the wedge 1>, for the 
purpose described. 

■i. In combination with (he connecting-rod 
E, provided at one extremity with a universal 
joint, the opposite end containing the .springs . 
a a aud the pressure plug /'. Ihc comitersunk 
slot near one end of tlie guiding-axle e, wiui 
the bolt il, substantially ns aud for the purpose 
specified. 

5. In a guiding device for roadcugine.s, the 
combination of the compressed springs <r a 
and thebolt(7,i)assingperpcndienlarly through 
a horizontal couutci-snnk slot near one end of 
the pivoted guiding axle, substantially as de- 
scribed. 

431,993. JAMES W. QUINN. North 
Madison Ind., assignor of two-thirds to 
Charles C. Copeland, same place, and Wil- 
liam M. Copeland, Madison, Ind. Motor- 
Vehicle. Filed Feb. 24, 1890. Patented 
July 8, 1890. Serial No. 341,542. fNo 
model.') 

I'he object of my invention is to provide a 
cheap, simple, safe, and effective device for 
propelling carriages, wagons, and similar ve- 
hicles by means of a suitable motor or motors 
the motive power of which may be steam, 
electricity, gas, or compressed air, without 
the use of hoi-ses or other beasts of burden; 
and it consists of the novel construction and 
combination of parts, as will appear from the 
following description and the accompanying 
drawings. 

In a vehicle, the combination, with thecar- 
iT't^e-fi'^n^e, of the axle-seetjons bearing the 
hind wheels adapted to turn therewith, and 
yet have a limited movement thereon, the 
sprocket or toothed wheel adapted to couple 
the meeting or opposite ends of said axle-sec- 
tions, and to slide thereon, and the shifting- 
lover or yokeengaging said sproeketor toothed 
wheel, substantially as specified. 

435,493. SPENCER GARWOOD, Mil- 
ford Centre, O. Velocipede. Filed Jan 
10, 1890. Patented Sept. 2, 1800. Serial 
No. 336,506. (No model.") 

The objects of my invention are to provide 
a construction in vehicles by which the fric- 
tion is reduced to the minimum, to so eun- 
siruct and arrange the parts that tliQ weigh; 
of the cnn-iaac and its occupnnts is dis- 
tribulfd so as to secure lh*» btst poKsible re 



540 

suits in the in-opulsioti of the rohiule, fttid to 
permit the same to pasa easily over rough 
and \in<;vcii surfaces, obstacles, or obslrue- 
tions without Uaniaai' to tlic operating parts. 

1. The combination, with a ground-wheel 
having the internal traveling, bearing, and 
supporting wheels, as described, journaled on 
thesupporting-ai'ui pivoted to the main frame, 
of an endless chain supported on said frame, 
and connected to one of said bearing-wheels, 
and means for operating said chain to force 
said bearing-wheels against the inner periph- 
ery of the ground-wheel, substantially as speci- 
fied. 

2. 'yht\ combination, with the main frame 
and giorind-wheoljOf the i)ivoted anna li and 
h, having Iho supporti.ng-frheels.lJ' and h'^ 
journaled thereon and adapted to travel in 
said ground-wheel, a bearing-wheel on one of 
said arms,also traveling insjiid ground-wheel 
diametrically opposite one of t»aid supporting- 
wheels, and a brace connecting the respective 
supporting-arms, the said brace being pivoted 
to one of said arms at the center of the ground- 
wheel, substiintially jis specified, 

3. ThecoDd)ination,withavehicIe,ofafi-ont 
ground-wheel having the SUpportingand bear- 
ing wheels, as described, and a rear ground- 
wheel also provided with suitable supporting 
and bearingwheels, the supporting and bear-- 
ing wheels in the rear ground-wheel being so 
connected to the vehicle-frame as to permit 
the rear ground-wheel to assume an angular 
position with reference to the front ground- 
wheel, substantially as specified. 

4. The combination, with the main frame, 
of the ground-wheels C, supporting-arms IJ 
and 6, supporting-wheels 13^ and ?>^, brace con- 
nections d, endless chains e',^connecting-bai' 
e^ operating- ropes e'' and /, and the hanti- 
wheole, arranged and operated substjintially 
fis specified. 

5. The combination, with the main frame 
having the forward ground-wheels, pivoted 
supporting- arms, and internal bearing and 
supporting wheels, as described, of. the rear 
ground-wheel having a supporting-arm with 
bearing and supporting .wheels, said* arm be- 
in^ provided with a yoke pivotally connected 
to one of the supporting wheels of tlie front 
ground-wheel, substantially as specified. 

438,010. _MARK A. LIBBEY, South Ber- 
wick, Me. Propelling Mechanism for 
Vehicles. Filed Mar. 26, 1890. Patented 
Oct. 7, 1890. Serial No. 345,308. (No 
model.) 

The propelling mechanism heretofore usu-' 
ally applied to vehicles has been heavy and 
cnmbersome, and has not been suited to the 
movement of the carriage-springs and the va- 
rying movements of the carriage as it travels 
over uneven roads. 

The object of my invention is lo obvate 
this difficulty by providing a light and sim- 
ple, but strong and durable, propelling mech- 
anism that may be applied to any style of ve- 
hicle, that may be easily adjusted, and that 
will adapt itself to all possible raoYements of 
the vehicle to which it is attached. 

1. A vehicle-propelling mechanism com- 
prising annular flanges fixed to the vehicle- 
wheels, frictional rollers bearing against the 
outer and inner surfaces of the flanges, suit- 
able sapports for said rollers, and means for 
imparting motion to the same, substantially 
i-vs described. 

2. A vehicle-propelling mechanism'consist- 
ing, essentially, of annular flanges fixed to the 
vehicle-wheels, frictional rollers to clasp said 
flanges, a shaft extending across the vehicle 
and connected with said rollers, suitable sup- 
ports for said shaft, and means for rotating 
the shaft, stibstantially as and for the pur- 
pose specified. • 

3. A vehicle-propelling mechanism consist- 
ing, essentiall.v, of annular flanges fixed to the 

•vehicle -wheels, frictional rollers clasping 
said flanges and having suitable springs to 
force them against the same, a transverse 
shaft connecting the rollers of one side with 
those of the other, a frictional disk fixed to 
said shaft, and two parallel shafts having one 
end provided with frictional rollers to clasp 
the disk and the other end provided with a 
suitable driving-pulley, substantially as de- 
scribed. 

4. A vehicle-propellingmechanism consist- 
ing, essenti.ally, of annular flanges fixed to the 
vehicle -wheels, frictional rollers clasping 
said flanges, a transverse shaft connecting 
the roUei'S on one side with those on the 
other, a frictional disk fixed to said shaft, 
and two parallel flexible shafts suitably sup- 
ported, said shafts having one end provided 
with frictional rollers to clasp the disk, and 
having their other ends connected by fric- 
tional rollers and provided with a driving- 
pulley, substantially as described. 

5. The combination, with a vehicle having 
- a body mounted on its front and rear axles. 



GEARING. 

of propelling mechanism having means for' 
turning the rear wheels, and a horizontally- 
seiiarable frame below the body of the ve- 
hicle for connecting the front and rear axles, 
said frame consisting of two parallel raem- 
bei"s spread at' their rear ends and clamped 
to the rear axles and united near their tor- 
ward ends by a plate and attached to the for- 
ward axle by a king-bolt projecting through 
the plate, substantially as described. 

0. A vehicle-propelling mechanism consist- 
ing, essentially, of the annular flanges L, fixed 
to the vehicle-wheels, as shown, the frame D, 
connecting the forward and roar axles, the 
shaft E, suspended from said frame, the 
frames ¥', supported on the shaft E and car- 
rying the rollers J and J', the shaft H, con- 
necting the rollers J, and having the disk N 
fixed thereto, the frame O, attached to the 
shaft E, and shaped and adapted to support 
the shaft II and shafts P, the rollers fc, to cl^p 
the disk N, the parallel flexible shafts P, at- 
tached to said rollers, means, as rollers m and 
box n, for connecting said shafts, means, as 
bracket n', for supporting the shafts, and a 
pulley Q for driving the shafts, all substan- 
tially as described. 

7. The combination, with the spokes M oi 
the vehicle-wheels, of the flanges L, having 
flat portion L' and rib L', the clamps <;r, hav- 
ing bolts g' and hooks (?' for attaching said 
flanges, substantially as described. 

8. The combination, with the flanges L, fixed 
to the vehicle-wheels, as shown, of the rollers 
J J', having means, as shown, for rotating the 
same, the frame and block F' for supporting 
said rollers, sai^l frame being suitably sap- 
ported, as shown, and the spring K for hold- 
ing the rollers together, substantially as de- 
scriljed. 

9. The com binat ion, with the shafts P, of the 
collars P', link P\ and shaft P' for strength- 
ening said shaft, substantially as set forth. 

10. In a vehicle-propelling mechanism hav- 
ing means for turning the rear wheels, the 
combination, with said vehicle, of a frame ex- 
tending across the forwaT'd axle, a pair of 
rollers suspended from said frame, a belt at- 
tached to the forward axle near the ends and 
extending between said rollers, and means 
for rotating said rollers so as to move the belt 
and steer the vehicle, substantially as de- 
scribed. 

11. The combination, with the axle C and 
frame D, of the rollers u^ and v, suspended 
from said frame, the belt W. attached to the 
end portions ot the axle and extending be- 
tween the rollers, and means, as shaft u, gear- 
wheel u\ flexible shaft S, with gear-wheel S^ 
and pinion S', vertical shaft r, having gear- 
wiwel r' and roller r', shaft p, disk p', and 
crank p' for actuating said rollers, substan.- 
tially as described. 

12. The combination, with the roller u^ and 
belt W, of the roller v, having flange v' to 
hold the belt In position, substantially as de- 
scribed. 

440,234. VICTOR F". SCHAFFERS, 

Antwerp, Belgium. Mechanical Motor 
for Use on Land and Water - Ways. 

Filed Apr. 23, 1888. Patented Nov. 11, 
1890. Serial No. 271,596. (No model.) 
Patented in Belgium Apr. 10, 1888, No. 
81,356; in Germany May 13, 1888, No. 
47,540; and in France Sept. 18, 1888, No. 
192.980. 

The object of ray invention is to 'ase.an©- 
chanical traction instead of animal-traction 
in carriages and conveyances of all kinds 
and, when fopnd necessary, to make them 
suitable for navigation. Instead of animal- 
traction the vehicle is provided at front with 
a single wheel driven by mechanical power, 
being at the same time the pilot-wheel of the 
vehicle. This wheel, with its combined ac- 
cessories for driving and steeri ng, I may call a 
"horse-wheel." I attain these objects by the 
mechanism illustrated in the accompanying 
drawings. 

A driving and steering wheel for vehicles 
on land and on water-ways, which, with its 
horizontal axle and necessary vertical steam- 
cylinders fixed on a vectical frame g, supports 
the fore side of the vehicle and may be ro- 
tated by a vertical shaft h, said shaft being 
secured to the frame g and serving at the 
same time as the spring-connection between 
car and horse-wheel, the axle of the traction, 
the pivot of the steering-wheel, and the never- 
interrupted steam-feeding pipe of the driv- 
ing-wheel A, and so adapted to the vehicle 
that the horse-wheel may be turned in any di- 
rection whatev^ron itsown ground, the boiler 
being so far distant from the wheel as not to 
overload it. 

447,blH. MARK A. LIBBEY, South Ber- 
wick, Me. Propelling Mechanism for 
Vehicles. Filed Nov. 17, 1890. Patented 
Mar. 3, 1891. Serial N6. 371,640. (No 
model. 1 



My invention relates to improvements in" 
propelling mechanism for vehicles; and the 
object of my invention is to produce attach- 
ments for vehicles which will adapt them- 
selves to the varying movements of the ve- 
hicle and which will afford a convenient 
means for driving the vehicle with any suit- 
able motor. 

1. A propcUingmechanism forvehieles.com- 
prisinga revolnble spiral shaft mounted ver- 
tically on a vehicle, a vertical shaft slidably 
connected with the spiral shaft, but adapted 
to turn therewith, an .idjustable connecting- 
shaft geared to the vertical shaft and extend- 
ing to the rear portion of the vehicle, adjust- 
able transverse shafts geared to the connect- 
ing-shaft and havin- their outer ends pro- 
vided with pinion.s, flanges attached to the 
rear wheels of the vehicle and projecting in- 
wardly therefrom, and gears flx.id to the 
flanges so as to mesh with the pinions, sub- 
stantially as shown and described. 

2. The combination, with the vehicle hav- 
ing its front and rear axles adjustably con- 
nected, of a vertical revolublc spiral shaft 
mounted on the front end of the vehicle, a 
vertical shaft slidably connected with the 
spii'al shaft, a connecting-shaft geared to th? 
vertical shaft and extending to the rear por- 
tion of the vehicle, adjustable transverse 
shafts geared to the connecting-shaft and ex-, 
tending toapointadjacent to the rear wheels, 
said shafts having pinions upon their outer 
ends, and flanges fastened to the rear wheels 
and provided wilh gears to engage the pin- 
ions, substantiallj' as shown anddescribed. 

3. The combination, with the flanges se- 
cured to the rear wheels, as shown, ot a dust- 
band covering the outer sides of the flanges 
and clamped to the wheels, and a dust-band 
secured to the rear axles so as to cover the 
inner sides ot the flanges, substantially a,s 
shown and described. 

4. In a propelling mechanism for vehicles, 
the combination, with the vehicle and with 
the connecting-shaft extending horizontally 
beneath the vehicle-body snd geared to driv- 
ing mechanism on the rear wheels of the ve- 
hicle, of a revolublespiralshaftmounted ver- 
tically on the front end of the vehicle, a ver- 
tical shaft slidably connected with the spiral 
shaft and geared at its lower end to the con- 
ijectiug-shaft, and a ball-bearing for the ver- 
tical shaft, substantially as shown and de- 
scribed. 

0. lu a propelling mechanism for vehicles, 
the combination, with the horizontal connect- 
ing-shaft having its rear end connected by 
.a gear mechanism with the rear wheels ot 
the vehicle, of a spiral revolnble shaft mount- 
ed on the front portion of the vehicle, a cen- 
tral tube fastened to the spiral shaft, and a 
vertical shaft having its upper end adapted 
to slide in the tube and turn therewith and 
having its lower end geared to the connect- 
ing-shaft, substantially as shown and de- 
scribed. 

•C. In a propelling mechanism for vehicles, 
the combination, with a horizontal eonneot- 
ing-shaft suspended beneath the vehicle-body 
and connected by a, gear mechanism with rear 
wheels, of the spiral revolnble shaft mounted 
, off the fi-ont portion of the vehicle, a central 
tube having a flanged lower end fixed to the 
shaft, a verticalshatfr adapted to slide in the 
tube and turn therewith, said shaft havingits 
lower end geared to the connecting-shaft, and 
a ball-bearing for the vertical shaft, substan- 
tially as shown and described. 

7. In a vehicle -propelling mechanism, the 
combination, with tlie reach-rods clamped to 
the rear axle, as shown, and the forward axle, 
of a clip or frame eoniiecting the torwarde'nds 
of the reach-rods, a U-shaped frame pivoted 
in the clip so as to extend over and embrace 
the axle, and a similar frame having the up- 
per ends of its arms pivoted to tl« U-shaped 
frame and having its lowes portion clamped 
to the axle, substantially as shewn and de- 
scribed. 

8. The combination, wiith the forward axle 
and the riach-rods having their i%ar ends con- 
nected with the rear axle, of a clip connect- 
ing the reach-rods, a U-shaped frame. pivoted 
in the clip and with its arms embracing the 
forward axle,a similarframe'havingitsarms 
pivoted to the upper ends of the arms of the 
'U-shaped frame, and a clip for fastening the 
smaller frame to the axle, said clip having at 
its upper end a king-bolt, substantially as 
shown and described. 

9. The combination, with a horizontal con- 
necting-shaft having suitable driving mech- 
anism and having its rear end provified with 
a gear, of the casing adapted to snpport the 
rear end of the shaft, the adjustable trans- 
verse shafts having their innorends mounted 
in the casing and geared to the connootingr 
shaft and their outer ends provided with pin- 
ions, and flanges secured to the vehiole-whesls 

-and providecf with gears to mesh with the- 



GEARING. 



541 



pinions, substan I ialiy as shown and closcri bed. 

10. 'J'lic combination, with tlie oonneeting- 
shaft having suitftblo driving mechanism, as 
shown, of the casing adapted to support the 
rear end of the connecting-shaft and havinjr 
Iftterally-cxtendingeoncaved arms, the hollow 
shaft 'adjustably .secured lu tho concaved 
arms and extendiiijr to points adjacent to tho 
rea" wheels, the shafts mounted wrLliin^lhc 
hollow shaft, hav in.:; their outer ends provided 
with pinions and their inner oiids conueeted 
Ijy Ji y<-'-ii' meehatiisui with tUchorizontalcon- 
necting-shaft, tlio liangcs seemed to tho roar 
wheels, andgejirs secured to tho llau^os and 
adapted to mesh with the pinions, subsUvn- 
tially as shown and described. 

11. The oombinalion, with tho horizontal 
counccting-shaftjtheLraiisvcrso hollow shafts, 
and the central casing adapted to support the 
rear end of tho connecting-shaft and having 
laterally-extending concavodai'nis adjustably 
.secured to the hollow shafls, uf ihoshnfUov- 
Jonding loniiitndinaliy through I he hollnw 
shaft and provided at'lheu- outer unds wiih 
gears connected S\ith gears alladied 1o the 
rear wheels and Iiaving their inner omls pro- 
vided wilh.squarQ;sided h(»llow portions, and 
.shafts shaped to fit thohollow p<utionsof t^he 
pinion-shnfts and having their inner eiids 
projecting through the casing and geared to 
the horizontal connect ing-shan,snbstah"li»lly 
as shown and doseriUcd. 

12. In a veliiele-pi'Opellingniechanism, the 
combination, with the (lauges luiviug means 
for attachment to tho rear wheels and having 
indentations (heroin, of the gears secured to 
the flanges iiii'l provided, with ent-away por- 

.tions to fit the indentations, substantially as 
shown and described. 

13. 'Wio combiuatioi), with the latevaliy- 
e.xtending fljuiges having incans for atiacir- 
ment to the rear wheels, said flanges having 
on their inner sides an annular rib and in- 
dentations, as described, of the gears adapted 
to abut with the flanged ribs and having cut- 
awAy portions to fit the indentations of the 
flaTigcs, substanliftlly as shown and described. 

14. Tho coinbination, with the reach-rods, 
the forward axle, and the sprocket-wheel 
mechanismfbr turning theaxle, of the spring- 
pressed rods mounted in the reach-rods, and 
astrap-eonneetion between the spring-pressed 
rods and the* spr'ocket-wJieol shaft, substan- 
tially as shown and described, 

15. The combination, with the reaeh-rods, 
the foi'ward -axle, and the sprocket-wheel 
mechanism for tnrningtheaxle,of thespring- 
prcssed rods mounted in the forward ends of 
tlie reach-rods and connected by a cross-strip, 
a piille^'' mounted in front of the reach-rods, 
and straps connected with tlie cross-strip and 
extending over the pulley to connect with the 
sprocket-wheel shaft, .substantially as shown 
and described. 

16. The combination, with the spring- 
pr^eed tension-strap, of tho sprocket-wheel 
sliaft having a vertical slot to receive the 
strap, a pin iu its rear portion to which the 
strap is attached, and having tlie front sides 
of tho slot rounded'.outwardly, substantially 
as shown and described. -^ 

17. The combination, with the vertical 
sprooket-wheel shaft connected with thefor- 
■ward axle, as shown, of tho horizontal sliaft 
geared to the vertical shaftand having means 
for loDgitndinal adjustment, and gear mech- 
aaisra for turning the horizontal shaft from 
the vehicle-body, substantially as shown aud 
described. 

18. The combiniition, with the sprocket- 
wheel shaft eouiiected wit!i the forwaRl axlo, 
as described, of a horizontal shaft geared to 
the sprocket-wheel shaft, said horizontal shaft 
having means for longitudinal adjustment 
and having universal joints therein, and agear 
mechanism for turning the horizontal shaft 
from the vehicle-bod}', siib.stantially as shown 
and described. 

If). The combination, with the vertical 
sprocket-wheel shaft and the horizontal shaft 
geared thereto and provided at Its rear end 
with a gear-wheel, of a depending tube fixed 
to the wagon -body and termiDating in a 
bracket, a hollow gear mounted in a bracket 
so as to mesh with the gear-wheel on the hori- 
zontal shaft, a sleeve keyed to the gear- .* Utul 
so as to slide through the same and pruvidod 
with a series of diametri.''ally-opposite slots, 
a hollow shaft extending vertically through 
the sleeve and through the floor of the vehi- 
clo-body,said shaft having its upper end pro- 
vided with a wheel, a pair of .springs fixed in 
the lower portion of the hollow shaft and pro- 
vided with oppositely-extending shoulders to 
project through slots in the shaft and into tho 
slots in tlie sleeve, and a spring-pressed rod 
mounted in the shaftand provided at its lower 
end with a slotted head to engage the shoul- 
ders of the springs, snbstantially as shown 
and described. 

20. The combination, with the hollow gear- 



wheel connecting by a suitable gear mechan- 
ism with tho sprocket-shaft which turns tho 
forward axle, of a sleeve keyed to tho gear- 
wheel so as toslide therein and provided with 
a series of opposite slots, a hoUow shaft ex- 
tending vertically tlirougli the sleoveand pro- 
vided with slots adapted 1^ aligiuwith the 
slots ijf the sleeve, s]n'ings fixed in the lower 
cud of tho hollow shaftand provided at their 
upper ends with shoulders having inclined 
, ui)por surfaces, said shoulders being adapted 
to enter the slots of the shaftand sleeve, and 
a spring-pressed rod mounted in tho holIo\\" 
shaft above the springs, said rod having at 
its lower end a head with a slot therein to fit 
tho inclinedshoulders, substantially as shown 
and described. 

-I. The combination, with a hollow shaft- 
and the springs mounted therein, of the plug 
adapted to enter the end of the shaft between 
the springs, and the thimbleadapted to screw 
upon'the shaft and hold the plug, .substan- 
tially as shown and described. 

473,843. ISAAC B. JONES, Xenia. O., 
a-jsignor to himself and Robert E. Rich- 
ardson, same place. Mechanism for Pr&- 
pelling Vehicles. Filed July 13, 1891. 
Patented Apr. 26, 1892. Serial No. 
399,328. fNo model.) 
The object of the invention is_tp provide a 
»ew aud improved mechanism for propelling 
vehicles over roads, and which is simple and 
durable in construction, permits of readily 
changing the .speed of the vehicle without 
changing the speed of the motor, and arranged 
for conveniently running and steering the ve- 
hicle in any desired direction. 

1. In a mechanism for propelling vehicles, 
the combination, with a shaft adapted to be 
driven in either direction from a motor lo- 
cated on the vehicle-body, of a cone-pulley 
held ou the said shaft, a belt passing over the 
said cone-puUey, a second cone-pulley secured 
on the axle of the vehicle, and a shifting 
mechanism for shifting the said belt on the 
said cone-pulleys, the said shifting mechanism 
comprising a fork engaging the belt, a nut 
carrying the said fork, and a screw-rod 
mounted to turn aud engaging the .said nuts 
to shift the latter laterally, substantially as 
shown and described. 

2. In a mechanism for propelliag vehicles, 
the combination, with a shaft adapted to be 
driven in oitfaor direction from a motor lo- 
cated ou the vehicle-body, of a coue-pulley 
held ou the said shaft, a belt passing over the 
said coue-pulley, a second cone-pulley secured 
CO the axle of the vehicle, ^ shifting mech- 
anism for shifting- the said belt on the said 
cone-pulleys, the said shifting mechanism 
comprising a fork engaging the belt, a nut 
carrying the said fork, a screw-rod mounted 
to turn and engaging the said nut tnr shift 
the latter laterally, aud means for revolving 
the said screw-rod, substahtialiy as shown ana 
described. 

3. In a mechauisni for propelling vehicles, 
the combination, with a motor held on the ve- 
hicle-body, of a cone-pulley adapted to bo 
driven from 'the said motor, a belt passing 
over the said "cone-pulley, and a secondcoue- 
puUey held on the axle of the vehicle and 
over which passes the said belt, and means for 
reversing the motion of the said first-nametl 
cone-puUey, substantially as shown and de- 
scribed. 

4. In a mechanism for propelling vehicles, 
the combination, with a motor, of ashaftdriven 
from the said motor, aseoond shaft connected 
by crossed belt aud pulleys with the first- 
named shaft, a cone-pulley secured ou the 
saidse-cond shaft, a belt passing over the said 
coDe-pulley, and a second cone-pulley secured 
on the axle of the vehicle and over which 
passes the last-mentioned belt, substantially 
as shown and described. 

-S. In ameehanism for propelling vehicles, 
the combination, with a motor held on the ve- 
hicle-body, of a cono-puUcy adapted to be 
driven from „he said motor, a belt passing 
over the said cone-pulley, a second cone-pul- 
ley held ou the axle of the vehicle and over 
whi<lTi passes the said belt, and a recording 
mechanism and sounder actuated from the 
said second cono-puUey, substantially ns 
shown and described. 

477,736. FRANZ BURGER, Sterling, 

-111., assignor of one-half to Henry M. 

Williams, Fort Wayne, Ind. Application 

of Differentia) Power. Filed Aug. 28, 

1891. Patented June 28. 1892. Serial No. 

404,027. (No model.) 

The purpose o£ my invention i.s, first, to 

provide means by.which produced power of a 

uniform character may be applied iu varied 

degrees of force and of velocity to suit the 

variant exigences of the occasion; second, 

to provide means by which the vehicle or 

other meclianisni driven maybe driven inau" 



opposito direction without changing thfe di- 
rection of movement of the motor. I aceom- 
pli.sh the.so objects by the mcehaniam illus- 
trated in the accompanying drawings. 

1. I'ho combination oi a eontinuously-ro- 
lating wheel l'\ gear-whcc-1 (4, carried therein, 
axlf^ A.irf-ar-wheels I>, seated llioreon in posi- 
tion to engage wneet u, and means, substan- 
tially as shown, for optionally locking either 
of said wheels li, for the purpose described. 

2. Tho combination of thecontinuou.sly-ro- 
tating wheel F, gear G, seated therein and car- 
ried ilieroby, axlo A, wheels IJ, seated iheteon, 
means for optionally locking eitherof wheels 
U to .said axlo, and meatis, substantially as 
shown, for retarding the rotation of the die- 
connected wheel IJ, substantially as shown, 
and for the purpose described. 

■i. The combination of gears B, axle A, and 
the continuously - driven wheel F, seated 
loosely centrally thereon, 'gear - wheels G, 
seated transversely therein and carried there- 
bj' between gears I>, carried on axle A later- 
ally to wheel F, and adapted to engage wheels 
G, means for optionally locking either of 
wbeels Ji upon said axle, and means, substan- 
tially as shown, for retarding the rotation of 
tho unlocked wheel 1>, for the purpose de- 
scribed. ' 

4. The combination of a rotating axle A, 
motor-wheel F, seated loosely and centrally 
thereon, gear-wheels G,seated within and car- 
ried by said wheel F, gear-wheels B, seated 
loosely on axle A at each side of wheel F, 
adapted to be (^incidently engaged by wheels 
G, means for optionally locking either of the 
wheels J> rigidly upon .said axle, and moans 
for reslrictingor retardingthe rotation of the 
wheel Dnot locked to said axle, substantially 
as sliown, and for the purpose described. 

494,641. WILHELM MAYBACH.Caun- 

sadt, Germany. Motor-Vehicle. Filed 
Oct. 15, 1892. Patented Apr. 4, 1893. 
Serial No. 449,033. (No model.") 
3ly invention relates to a vehicle in whCoh 
the vibrations of the motor are prevented 
from being transmitted to the carriage-body, 
and fn which the axle of the driving gear 
and that of thedriving-wheelarealwaysTcept 
at a couStant distance from each other, inde- 
pendently of the shocks to which the carriage 
may be subjected, 

1. In a vehicle, the combination with' the 
bodj' thereof, of an axle h, wheels W carried 
by said axle, elastic arms g^ secured at the 
forward end to the said bod j» and provided 
with the vertically-broadened rigid arms ff', 
the rear ends of said arms j;' being secured 
to the axle h, and a driving gear supported 
by said arms j/', as and for the purpose 
specified. 

2. A vehicle, the driving-gear of which is 
supported by rigid arms y' secured to the 
axle h of the carriage-wheels W, and the 
body D of which is supported by means of 
springs e resting on the axle h and of elastic 
arms g^ secured to hangers /.; and forming 
the continuation of the rigid arms <;', for the 
purpose set forth. 

3. luaveliicle adriviug gear supported by 
rigid arms g' secured to the axle i» of the car- 
riage-wheels, a body D supported by sprinjfs 
c resting on axle 6 and by elastic arms'^g', 
and a motor A, secured la relation to the 
body D by means of elastic armsni and stays 
I, all constructed substantially as desdribed, 
for the purpose specified. 

495,631. THOMAS J. THORP, Chica- 
go, 111., assignor of three-fourths to George 
E. Dawson, James C. Thomas, and, C. S. 
Wells, same place. Self-Propelling Ve- 
hicle. Filed Feb. 2. 1892 Patented Apr. 
18, 1893. Serial No. 420,110. (No mod 
el.) 

This inventioQ has reference to road vehi- 
cles propelled l)y electric ov other power car- 
ried by tb'e structure itself, and it consists in 
the matters hereinafter set forth and pointed 
out in the claims. 

1. A self-propelling vehicle, comprising a 
main structure or frame composed of a rear 
portion and a front portion vertically pivoted 

to tho rear portion, a plurality of springs flexi- 
bly connecting the front and rear portions 
of the said main structure and located at op- 
posite points from the median line of said 
structure, wheels located benesith the straot- 
Ui'e, a motor carried by the main structure 
and geared to the said wheel or wheels, and 
means whereby a rider may flex the two por- 
tions of the main structure laterally against 
the springs, snbstantially as sot forth. 

2. A self-propelling vehicle, comprising a 
main structure or frame composed of a rear 
portion and a front portion pivoted to the rear 
portion and having a double-cranked axle, a 
motor carried by the main structure, toggles 
connecting the front of the main structure to - 



5^2 



the cranVs nf SAid Axle, and also operatively 
connwted to ibo motor and serving to trans- 
mit the power of the motor to the axle, sub- 
stantially ns set forth. 

3. A aelf-propoltin{j: vehicle, comprising a 
main-frame monnted'upon wheels, and a mo- 
tor carried by said main-frame and opera- 
livoly connected to one or more of said wheels, 
an intermediate gear-wheel forming part of 
the connecting-mechanism and provided with 
two concentric gear-racks, a tnbular shaft 
also forming a part of the connecting-mech- 
anism-and provided with two loose external 
gear -pinions for engaging the concentric 
rixcks. and provided also with an external 
shittable clutch for engaging and disengag- 
ing the gear-pinions, and tbns varying the pro- 
pulsion, speed and power, substantially as set 
forth. 

4. A self-propelling vehicle, comprising a 
wheel-mounted vehicle carryiriga motor for 
effecting the propulsion of the vehicle, a gear- 
wheel, for transmitting power from the motor, 
provided with two concentric geai - rai-ks, a 
tiibolar shaft also forming a part of the con- 
necting-mechanism and carrying two exter- 
nal loose gear-pinions for engaging the racks, 
ashiftableclntch embracing the tubular shaft 
and arranged to engage and disengage the 
pinionp, and a rod raonnted within the tubu- 
lar shaft and longitndinally movable therein, 
and a radial projection carried by the rod and 
working through an opening in the shaft and 
also engaging the clutch, substantially as set 
forth. 

5. A self-propelling vehicle, comprising a 
main structure or frame composed of a front 
and rear portion pivoted vertically together, 
carrying-wheels mounted beneath said por- 

513,773. WILLIAM P. FARRELL, 

Jamestown, N. Dak. Power-Driven Ve- 
hicle. Filed Apr. 21, 1893. Patented 
Jan. 30, 1894. Serial No. 471,248. (No 
model.) 
- My invention relates to that cla.ss oi veui- 
cles designed to be propelled over ordinary 
roadways or streets by a motor carried by the 
vehicle, and it consists in a novel arrange- 
moni uf Ihe motor relative to the seat and 
other jKirts of the vehicle; in the arrange- 
iiiiji.t 'jL the springs and their connections 
witit tile body of the vehicle; in the arrangc- 
tiunt of meaus for controlling the speed of 
the vehicle, And in certain other details of 
arrangement of parts, all as hereinafter de- 
scribed and claimed 

1. The eombioatlon in a power driven ve- 
hicle, of tl'O cone pulleys, one of which is 
mounted on the main or driving axle, the belt 
lOnuecling said pulleys, the endless band for 
.shitting said bolt and llie gearing for operat- 
ing sai'l band connected with and operated 
by meansof alever in convenient reach of the 
operator, substantially as describe'' 

2. The combination in a power' ariren ve- 
hicle of the cone pulleys, the connecting belt, 
one ot said pulleys being connected by belt 
with a pulley on the engine crank-shaft, the 
adjustable tension pulley acting on said last 
named belt and the hand lever connected to 
said tension pulley, for controlling the tension 
of said bell, for the purpose and substantially 
as described. 

3. In a road engine or power-driven vehicle, 
the driving axle and the springs supported 
thereon, in combination with the body of the 
vehicle suspended below said axle and the 
pivoted suspending links connecting . said 
body with the springs, substantially a.s de- 
scribed. 

4. The combination in a power driven ve- 
hicle of the cone pulleys, one of which is on 
tiie driving axle, a belt connecting said pul- 
leys, a driving puUej' on one of the cone 
shafts, a pulley on the crank shaft and a con- 
necting belt therefi'om to the cone shaft pul- 
ley, a tension device for said belt, a lever for 
adjusting the tension device and a lever for 
.'\'-i,iufeting the driving gear for changing the 
speed of the vehicle, all substantially as de- 
scribed. 

5. In aroad engineer power-driven vehicle, 
the combination with the driving axle and 
the springs supported thereon, of the vehicle 
body suspended beneath the axle from said 
springs, the rear seat supported above the 
plane of said axle, the motor located under-' 
neathahd in rearof said seat and couneoted to 
said axle and the gear inclosing case formed 
in part by said seat, all substantially as de- 
scribed. 

6. In a vehicle the body of which is sus- 
pended underneath the axle, a pair of vari- 
able speed cones for propelling the same, in 
combination with a motor carried by said ve- 
hicle^ substantially as and for the purpose set 
forth. 

533405. ARTHUR M. ALLEN, Nev 
York, N. Y. Road VehicV. tiletl Nov 

7. 1884. Patented Jan. 29, 1895. Seria 
No. 147,340, fNo model.) 

This invention relates to tlio means neces 



GEARING 

sarv to make a ro.id vehicle of such simple" 
and cniluring con.slniclion, 1li.it when oper- 
ated by a suitable motor, it will transport over 
ordinary roads with convenience, economy 
auddispateh,riders, liagga.i;?, and its own pro- 
pelling power, for which juirpose are required, 
first, great economy in applying power; sec- 
ond, variety ot mujcularaclion; third, two or 
more points in the driving gear, to which 
power may be si nuiltanconsly applied; fourth, 
power vaiiable, and ailjnslaljle when under 
way; fifth, all wheels should propel, steer 
without slipping, be .stable on curves, resist 
centrifugal strain at high speed, have inini- 
nuim friction on the roatl ami axlo, but maxi- 
mum road grip, anil ho easily separated from 
and replaced on the axles; sixth, smooth op- 
erating eoniieclion Iwlwccn the driving gear, 
and steering wheels; seventh, effective and 
clean lubrication; eighth, the .special use of 
each part to be the guide in construction and 
all connections to conform thereto; ninth, 
simple anil reliable brake. In this instance 
Imnd and foot power, cither singly, or com- 
bined are used, but ai^y steam, electric, or 
othermotorof Iightcon5tiuetion,iuay be used 
to supply the whole or a part of the required 
power. I attain tiiese objects by the mech- 
anism illustrated in the accompanying draw- 
ings. 

The size ot the road wheels, and the weight at 
the loaded points, determine thatspeoial rate 
of speed for each vehicle, which requires the 
least power to maintain,- which rate is shown 
by practice to be increased by the weights. 
In action the weights describe cycloidal paths 
through the air, the upper one at twice the 
speed of the vehicle, while the lower one is 
for the moment at rest. As they are placed 
about midway between the cranks, each one 
stores up part of the power from the crank 
stroke ahead of it, and acts as an auxiliary 
crank, till the other crank comes into action. 
The weights arranged on two road wheels 
conuected abreast, are of further assistance 
at high speeds, as their momentum over- 
comes road friction, and if either wheel meets 
an obstruction and is retarded, then the mo- 
mentum of the other tends to keep the first 
one in line, and thereby to assist it over the 
obstacle. The weights may also be cast into 
hollow rims, or made integrr.l therein, as metal 
sections of the fellies in a wooden wheel. 
They may also be iised in the back wheels, 
but it is better to use larger weights in the 
front wheels, they only being in accord with 
the driving gear, the principle being tnc con- 
centration of the momentum giving woisht 
at two opposite points which in operation im- 
parts an alternate and successive cycloidal 
action to each weight. 

Thebracesare necessary to resist the eccen- 
tric and elliptical strains, which the weights 
make on the wheels at high speed, and allow 
of much faster travel than has heretofore been 
possible. The eccentric strain necessitates 
their being secured to the hub, and not di- 
rectly to each other, as they might be bv 
straps passing the sides of ihe hub. 

The weights in a crude form for use on a 
single wheel, aopear in my Patent No. 103,957, 
dated June 7, 1870. These shown and de- 
scribed here with the braces in addition, are 
the results after much use of'the former. 

1. Avehicleframecomposedof two upright 
side frames, provided with handle.i, and piv- 
oted cross connections in combination with a 
pairot axles, and a paiiot road wheels, which 
thereby may lean inward when traveling on 
curves. 

2. In a wheeled vehicl6,a folding frame and 
handles, in combination with a pivoted diago- 
nal bar and a detent, to retain the frame in 
different angular positions. 

3. In a wheeled vehicle, the combination 
of fo' ■ .ng frame F with diagonal bar F', slide 
F«, latch QS string Q' and handles Q' Q'. 

4. In a wheeled vehicle, the combination 
ot the folding front frame the folding hind 
frame H and pivoted diagonal bar H', with 
the steering gear of the vehicle, and the con- 
nection therqto, to cause the front and hind 
road wheels to incline in unison. 

6. In a quadricycle, two frames each sup- 
ported by a pair of road wheels abreast, in 
combination with a pair of crossed tubes ver- 
tically pivoted to said frames (which tubes 
are the only connection between said frames, 
and through which the driving medium passes 
*T operate the bind wheels) and with steering 
gear. 

6. P sad wheels W W, folding frame F, and 
guide bar F*, in combination with crossed 
pivoted bars S' S", and road wheels W W, 
folding hind frame H and guide bar IP, to 
steady the vehicle. 

7. In a quadricycle, a pair of road wheels 
abreast and axles, a jointed frame and fold- 
ing gear, and two crossed bars pivoted to the 
frame ana connected to the folding gear, in 
combination with another jointed frame and 



its folding gear similarly secured to said 
crossed bars, and vrith another pair of road 
wheels and axles, for the coincident inclina- 
tion and steering of all four wheels. 

8. In a wheeled vehicle, folding frame F 
handles Q' Q', diagonal bar F' slide F' row 
lock L', and crossed barsS'SMn combination 
with folding frame H, diagonal bar H', slide 
IF, connecting lever H» and link L'. 

9. In a wheeled vehicle, diagonal shafts S', 
S^ in combination with folding frames F and 
Hand means to control their inclination, and 
with two pairs of road wheels abreast and 
their axles and driving gear. 

10. Diagonal tubes S' S" in combination 
with flexible shafts X= X', axles A' A', road 
wheels W W, and with flexible shafts X= X', 
gears W W'», road wheels W W and the 
driving gear. 

11. In a wheeled vehicle, the pivoted crate 
frame D', ac;-anged upon the bars D*, in com- 
bination with the folding frame F, substan- 
tially as shown. 

12. In the driving gear of a wheeled vehi- 
cle: an active and a passive driving medium 
the contact surface of one being composed of 
leather rubber or other tough material, and 
the contact surface of the other being hard 
and composed of pyramidal or coarse file like 
points, said active medium operating said 
passive medium by said contact surfaces, the 
points burying iii the tough surface and 
thereby avoiding strain on the shaft bearings, 
substantially as shown. 

13. In the driving gear of a wheeled vehi- 
cle, a driving pinion in combination with a 
driven pinion, the contact surface ot one be- 
ing composed ot leather, rubber or other 
tough material, and the contact surface of the 
other being-bard, and. composed of a series ot 
pyramidal points, or similar to a very coarse 
file, the action of said points being to bury in 
the tongh contact surface without strain on 
the shaft bearings, substantially as shown. 

, 14. In a wheeled vehicle having two road 
wheels abreast a pairot friction gears mounted 
on the axles and fixed to the road wheels,ahd 
a pair ot friction gears mounted on shafts at 
right angles to the axles the faces ot one pair 
engaging with the sides of the other pair: in 
^combination with a pairot shaft vibrators, an 
alternating connecting bar, and driving gear, 
whereby the vibrators act in opposition and 
the outside road wheel travels faster on the 
curve. 

15. The road wheels W W, frame F, axles 
A' A', friction gears W W WW and shafts 

V V^, in combination with fixed collars C 
(? C» C, links C» C pivoted to cross bar F', 
and the driving gear, and also with the cross 
bar F'. 

16. The road wheels W W, frame F, axles 
A' A', friction gears W W WW and shafts 

V V^ in combination with collars C*C= C'C. 
adjustable links C'C pivoted to crossbar F', 
and the driving gear and also with the cross 
bar F'. 

17. In the driving gear of a wheeled vehi- 
cle, two friction gears fixed on shafts at right 
angles to each other the face of one gear en- 
gaging with the side of the other, one of the 
two engaging surfaces being hard and cov- 
ered with pyramidal or coarse file like points, 
and the other ot rubber, leather or similar 
material to insure grip without too much fric- 
tion. 

18. Frame F lever 1/ and crank C, fulcrum 
P' and axle E' in combination with flexible 
shaft X' shaft V, friction gears W W' and 
road wheel W. 

^-19. Frame F cranks C C, levers L, fulcra 
P' P' and axles E' E= E» E': in combination 
wi,th adjustable sleeve S' flexible shafts X' X', 
shafts V V^ friction gears W W W' W and 
road wheels W Wl 

20. In the driving gear ot a wheeled vehi- 
cle, axles E^ E^: in combination with double 
splined sleeve S', swinging guide G', and 
means to change said guide's position. 

21. In the driving gear of a wheeled vehi- 
cle, axles E' E' in combination with 4ouble 
splined sleeve S', guide G' with toot piece, 
and stop T. 

22. In a wheeled vehicle, the fulcra frame 
F^and set screw T^^: in combination with the 
crank frame E" and grooves G'. 

23. A pivoted seat frameand a seat: in com- 
bination with a folding frame, aud a pair ot 

"road wheels abreast and their axles, whereby 
the rider remains nearly upright, when the 
frame folds. ; 

24. In a wheeled vehicle, the reciiirocating 
seat .S and pivoted seat frame V: in combi- 
nation with the folding frame F, axles A' A' 
and road wheels \\" W. 

25. In a wheeled vehicle, the reciprocating 
seat S and detent C^: in combination with piv- 
oted frame F' and folding frame F, to alio* 
the seat to slide or be fixed, as desired. 

26. In a road propeller, a stationary ful- 
crum and a cranked driving axle, mounted in~ 



^^AR/NG. 



543 



the frame aii'i parallel to each olber, in com- 
bfiiatiou withavariablo tirivlnp; levee hin^'-'d 
ijearitsuiidk-:it,'tlioTi tho crank pin.aud Iih\- 
iajr a, sliding; connection to said fulcrnin. 
whereby the distance between tho inlciuni 
and Lho crank pin, varies with each stroke of 
the lever, sub.r>Uintially as shown. 

27. In a wlioelod \-eliiclo, a fulcrum and a 
cranVed axle mounted in the frame and pai- 
allol to each uther, in combination with a 
vdviablo driviu^^' !«vor, having a sliding eon- 
Dtictiun witU said fulcrum, said lever being; 
also provided with a pedal, and pivoted on 
the crank pin at some poinC between the 
pedaland the fulcrum, substantially as shown. 

28. In a road propeller, a fulcrum audcrank 
axle mounted in the frame, and parallel to 
each other in combination with a lever piv- 
oted on the crank pin, sliding on the f alcrnra, 
[and extended beyond both, and provided at 
one end wich a pedal and at the other end 
with a landle, to allow a circular motion of 
the foot and an oval rowing- motion of the 
hand by one and llie same means. 

29. A fLlcrum and a crank axle mounted 
in a frame and parallel to each other, in com- 
bination with a lever pivoted on the crank 
pin,siidingou the fulcrum, extending beyond 
both, and provided at one end with one or 
more handles and at the other with one oi 
more pedals, and in combination with two 
road wlieels abreast and the connection there- 
to, to allow the use of both hands and both 
feet on one lever. 

30. In a road propeller, a fulcrum and a 
crank axle mounted in the frame and paral- 
lel to each other, in combination with a slot- 
ted lever mounted^oo the fulcrum, and piv- 
oted on the crank pin, and extending beyond 
the crank pin, and providecf at that end with 
a pedal or handle. 

31. The lever L, pedal P, handle Q^ ful- 
crum P^ and crank C in combination with 
axles E' E^, flexible shaft X', vertical shaft 
V, friction gears W', IV^ and road wheel W. 

32. The slotted levers I., pedals P, handles 
Q'^ Q*^ and fulcra P^ P'-* in combination with 
cranks C C= axl^s E' E" K^ FA adjustable 
sleeve S", flexible shafts X' X- vertical shafts 
V V^ friction gears W^ W^ WMV^ and road 
wheels W V/\ 

33. In a wheeled vehicle: a stationary ful- 
crum and acranked driviui:; axle mounted in 
the frame and parallel to each other, in com- 
bination with a varic;bly driving levor, hinged 
near its midlengthon the crank pin, and hav- 
idg a movable connection with the fulcrum, 
whtjreby the distance between ti. ■ crank and 
the fulcrum, and between the powi^rand the 
fulcrum increases and, diminishes during 
each Tovolution of the crank, substantially as 
showtf. 

34. la a road propeller, a threaded axle and 
lock nnts: in combination with a ro; s'heel 
whose hub is bored to fit said axle, and with 
a frame similarly bdfed, and with driving 
gear, thereby said axle may either be leaked 
to the wheel and rotated in the frame, ^ ' 
looked in the frame, and the road wheel ro- 
tated on said axle. 

35. In a road propeller, a road wheel locked 
on a threaded aslo between two nuts, in com- 
bination with a frame a journal arranged 
tlteroin and driving gear, the axle thread be- 
ihg continuous through both journal and 
wheel. 

3C. Road wheels W, axle A' nut N' and 
internally threaded friction gear W in com- 
bination with frame F, bearing J horizontal 
friction gear W^ and driving gear. 

37. In a road propeller, road wheel W' 
locked on left-threaded axle A' by nut N' and 
gear W, and road wheel W- looked on right 
threaded axle A^ by nut X^ and gear W* in 
combination with frame F journals J' J^hori- 
zoiital frictiongears W^W^ and driving gear. 

38, In a road propeller, an arnh.-f rame whose 
ends contain threaded )ioles, in combination 
with a threaded axle screwed therein and a 
road wheel fitting loosely on said axle. 

'M, Frame arch A', threaded bolt holes B'^ 
B''and nutX^: in combination with right and 
left threaded axle A^ road wheel AV^ and 
drivinggoar. 

40. In a road propeller, frame arch A^ 
threaded bolt holes B^ B^ and nutX"; in com- 
bination with transversely bored axle A^ road 
wheel W'^ and_plug P^ with the oil canal 
therein, for lubrication when under way. 

41. -An a wheeled vehicle, with a hollow frame 
coup.eclii.g its fiont and hind wheel or wheels, 
a driving lueuinm conueeting a front wheel 
to its hind wheel and passing through inside 
of said hollow frame, in combination with 
Said front and hind wheel or wheels and foot 
driping gear operating one of said wheels, to 
protect the driving medium fiom exposure 
aqd accidents. 

12. laa wheeled vehicle with a hollow frame 
connecting itsfront and hind wheeler wheels, 
a driving medium connecting a front wteel 



to its hind wheel and passing through inside 
of aniO hollow frame, in combination with said 
Iroiit and hind wlieol or wheels, and hand 
dj'lx'ing; gear opern'ing one of said wlieels. 
substantially as shown. 

43 In the drivirig gear oC a wheeled ve- 
hicle: fl ^car whose contact surface is hard 
and composed of pyramidal points, similar to 
a very conrso file, snbstantiall}' as shown. 

■44. In the driving gear of a wheeled ve- 
hicle: a gear whos'i face andside areatriglit 
angles to each other, and whose contact sur- 
face is hard and composed of pyramidal or 
coarse file like points, srbstantially as shown 
aiid described. 

534,915. WARREN RICHARDSON, 

Thruckee, Cal. Protecting Plate for 

Gearing of Steam Road Wagons. Filed 

Nov. 7, 1S94. Patented Feb. '!o, 1895. 

Serial No. 528.147. CNo model.) 

My invention relates to improvements in 

steam road wagons, the purpose of the same 

being to provide a protecting plate for the 

gearing, secured to the main wheel of the 

wagon to prevent the entrance of dust and 

dirt to the said gearing, causing the cutting 

out of the said gearing, and to bold the oil or 

grease from running off said gearing. 

The invention consists of a thin metallic 
plate having a rectangular slot at the center 
thereof provided with a suitable protecting 
bracket, the said plate fitting over the box- 
ing io which the shaft is located, and fitting 
closely the sides of the gear wheel and the 
gear mechani.'^m 

In a steam road wagon, the combination 
with the main traction wheel, having an in- 
ternally toothed gear wheel secured thereto, 
and a pinion secure'd to the main drive shaft 
meshing with said gear wheel, of a protect- 
ing plate for the said gearing having a rect- 
angular slotat the center thereof, fittiogover 
the boxing in which the shaft carrying the 
main traction wheel is 'mounted, and an an 
nular flange surrounding said gear wheei 
whereby a complete housing on tlie inside 
and edge of the gear is provided, thereby pro- 
tecting the said gear from the introdactiou 
of dust thereto, and holding the oil or grease 
from running ofC said gear, substantially as 
described. 

539,736. FREDERICK C. HAAS, New 

York, N. Y., assigiiur to Amos Rogers 
same place. Running-Gear for Vehicl."»s. 
Filed Dec. 21, 18''3. Rer.ewed Dfjc. i, 
1894. Patented May 21, 1895. Serial No. 
530,608. (No model.) 

My invention relates more especially to that 
class of power driven vehicles adapted to run 
upon an ordinary roadway. Its object is to 
provide a suitable and convenient organiza- 
tion by which the occupant may readily di- 
rect the course of the vehicle. To this end 
one of the axles, aay tlio front one, is made 
shorter than usual, and has pivoted to it at 
each end a short or stud axle upon which the 
carrying wheel revolves. Through the me- 
dium of connecting mechanism extending 
from such stud axles to a steering device with- 
in the reach of the occupant, he is enabled to 
swing the stud axles upon their pivots to di- 
rect the course of the vehicle. 

1. Ir a running gear for vehicles, the com- 
bination of an axle A, wheel-carrying stud- 
axles pivoted at tho ends I hereof, and having 
rearwardly projecting arms, a bracket pivoted 
ac orabout thecenter of the axle and having 
rearwardly projecting amis, connecting rods 
between such arms and the arms projecting 
from the stud axles, au elliptical spring con- 
nected with the bracket a rocking bolt con- 
nected at one end with tlie upper side of said 
spring, and having a cro.ss-arm, rearwardly 
projecting arms connected with the ends of 
said cross-arm, and iirovided with racks, a 
pinion interposed between an'l ojic^rating said 
lacks, and means fordperaling tlie pinion lo- 
cated within reach uf ihcceeipant of'lhe ve- 
hicle, substantially as set fnrth. 
■ 2: In a running gear for vehicles, the cotn- 
bination of the pivoted ;^tod axles, the carry- 
ing wlieels thereon, iIha pivoted bracket, tlie 
main axle, theeross-pipep,a rockiuL^ bolt piv- 
oted in tho cross-piece, yielding connections 
between it and t'le pivoted bracket, a steering 
device located within reach of the occupant, 
and operative connections between it and tLj 
rocking bolt, substantially as and for the pur- 
pose set forth. 

3. Io a running gear for vehicles, the com- 
bination of the pivoted stud axles, the carry- 
ing wheels mounted therean, a pivoted bracket 
and a connecting rod, connecting the braclcet 
with a projection on each stud axle, two arm^ 
for turning the bracket upon its pivot ex- 
tending rearwardly, and each formed with a 
rack at the rearyad thereof, a pinion located 
between and gearing with both of said-racks. 



and iib.Miis foi npet-ating the |)iniou I(k-h1*-'! 
wiiliiii reach fif the occupant. MibsiaiiliaUy 

HS shI fortli 

540,648. CHARLES E. DURYEA, Pl- 

uria, III, Road-Vehicle, l-iled Apr. 30, 

1894. Patented June 11, 1895. Serial No. 

509, 4b6. CNn model.) 

The object of tliis ioventioo is to produce a 
road vehicle which shall be self-propelled, not 
unduly heavy, simple and easy of control and 
comparatively inexpensive, together witK 
soch minor objects as will become hereinaf- 
ter apparent. 

^ The invention more particularly relates lo 
the construotion and arrangement of parts for 
eon.stitutiDg the driving gearing and to the 
means for controlling the action thereof; to 
an improved manner of mounting the front, 
or steering, wheels upon the front axl«, and 
of moDating the said axle relative to the run- 
ning gear frame, and to the means for effect- 
ing theateering; to the appliances for the sup- 
port of the motor and driving mechanism in 
aa advaatageona and efficient manner, and, 
generally, to improved and simplified details 
of construction throughout the vehir-le, alias 
will hereinafter be rendered more apparent, 
and the invention consists in constructions 
ind combinations of parts, all substantially 
lis will hereinafter folly appear and bo set 
forth in the claims. 

1. In a road vehicle, the combination with 
acrossaxle.or frame, of the wheels and wheel 
journals, and pivots for conoectiog said jour- 
nals with the ends of the axle, w-hich pivots 
are in lines' substantially intersecting the 
center of the respective wheel bases, substan- 
tially as described. 

2. In a road vehicle, a propelling mechan- 
ism and devices for regulating and controlling 
Vhe same, and a stenring wheel, or wheels, in 
combination with a handle adapted for move- 
ment in two different planes and connected 
with the steering wheel, or wheels, whereby 
on being swung in the one plane it controls 
the steering of the vehicle, and also having a 
connection with the propulsion controlling 
devices and adapted when swung in the other 
plane to operate the latter, substantially as 
described. 

3. In a road vehicle, the combiostioa with 
a front cross axle, or frame, having yoke- 
formed eads, of the wheel© and independent 
wheebjournals.and pivots for connecting said 
journals with the members of the axle :j'oke8 
which pivots are in lines substantially inter- 
secting the center of the respective wheel 
base?', substantially as described. 

4. Id a motor propelled road vehiole, the 
combination with the running gear frame of 
the front wheel axle which is connected there- 
to by thehorizontal pivot or kiog-boU.ftad the 
wheelii nsving independent journal' which 
are svrivel connected on the axle for norizoa- 
tal swinging Diovementsabout axes which are 
in linfts substantially intersecting the center 
of the te.'jpective wheel bases, substantially as. ' 
and f6r the purposes set forth, 

5. In a road vehicle, the CDmbination with 
the front cross axle, of the journals for the 
front wheels which are pivoted totheextremi- 
lies of the a.\le, and which have lever arms 
which are extended ditgon&lly rearwardly 
and inwardly, a steering post mounted for ro- 
tatiooal movement at the front of the vehicle 
body and having the mortise, f, at its lower 
end, the lever engaging through said mortiso 
and the connecting rods, i\ t*, secured to said 
leverj j', and respectively to the wheel-jour- 
nal-levers, substantially as i<nd for the pnr- 
puse set forth. 

6. In a road vehicle, the combination wiih 
the front cross axle having at its CiAdskhe ver- 
tically standing yokes of the front wheel jour- 
nals, g, provided with the upper and lower ex- 
tensions, h, h, and th*^ cone pointed screws, 
engaging: through the axle yoke members and 
by their tapered extremities setting into sock- 
ets therefor of the journal extensions, scid 
screws being in a common line which is di- 
rected to intersect substantially the center of 
tho wheel bases, substantially as deiscribed. 

7. 1 n a road vehicle, a motor-propelled shaft, 
J, having a bevel-aear, N, and a shaft, K, hav- 
ing thereon the fixed bevel-gear, P, and the 
loose bevel-gear, O, whiohare at opposite sides 
of, and both in mesh with, said gear, N; two 
geara, — as I and vty — each loose on shaft, K, 
and each forming a part of an independently 
oi)erating driving connection between said 
shaft, K, and the driving axle of the vehicle; 
and iudi/idually operating mechanism which 
may either place said goar. m, in aclntch en- 
gagement with 1 he shaft, K, or the gear, l,\ato 
clurch engftgenient with the said loose bevel- 
gear, O, substantially as described. 

S. In a road vehicle, a shaft, K, having a 
gear connection with a driving motor, and 
haviiig loosely thereon several gears of un- 
equal diameter, a counter shaft mounted in 
fl.^td bearings, parallel with said shaft, K, 
and fj^eared to the driving axle of the vehicle 
and having fixed gears thereon respectively 
.pernijanentiy in mesh with the gears of the 



544 



GEARING. 



phaft, K, and separate mdchAnlBois applied 
between the shaft, K, and its loose pears, op- 
erative, oue at a time, for placing said loose 
goal's in clutch with said shaft, and means 
for individuallj operating said clatch meoh- 
aniamssubstaniially as described. 

9. In a road vehicle, a shaft, K, having a 
connection with a driving motor, nod having 
loosely thereon several gears and a counter 
shaft, geared to the driving axle of the ve- 
hicle, having fixed gears Ihereoti respectively 
in mesh with the gears of shaft. K, ciMlars 
spline engaged with said abaft, K, and con- 
stitatingmembersofclutches.thefellow mem- 
bers of wrtleh are comprised as parts of a^.id 
loose gears, shipper levers for said splined 
clutch memb^mi, and means for act Dating any 
drternnned one of eaid. shipper lever?, sub- 
stantially £S described. 

10. In ft road vehicle, a motor propelled 
shaft, J, haying tliereon the bevel gearwheel, 
N, and a shaft, K, having thereon the fixed 
bevel gear and a loose bovel gear which are 
at opposite sides of, and both in piesh with, 
said gear, N, a bevel gear, a wliee! loos© on 
said shaft, K, and forming part of a driving 
.connection between said shaft and the driv- 
>ing axle of the vehicle, and mechanism for 

placing it In clntch with the shaft, K,'» sleeve 
loose on shaft, K, carrying a gear wheel form- 
ing part of areverae driving connection be- 
tween paid shaft and the driving axle of the 
vehicle, and a clutch collar splined on said 
sleeve, and adapted to be placed in c1ut6h with 
the aforesaid loose bevel gear, and means tor 
placing said clutch mechanisms in operation, 
one at a time, substantially as described. 

11. In a road vehicle, in combination, the 
motor propelled cross shaft, J., having the 
bevel gearthereou, the longitudinal shaft, K, 
and the parallel coanter shaft, L, geared to 
the driving axle of the vehicle, and said shaft, 
K, having thereon fixed and loose bevel gear 
wheels, P and O, at opposite sides of the bevel 
sear. N, the sl'^eve, c. lnn«e on shaft K. carry- 
ing the gear wheel, I, and other gear whewls 
of unequal size, as m and n, loose on shaft, 
K, clatch collars splined on shaft, K, and 
adapted to engage correspondingclutoh mem- 
bers on said gears, Z, m, n, a clntch mcfmber 
splined on said sleeve and adapted to move 
endwise to mesh with the loose bevel gear.O, 
ana gears, P,m\ n\ on aaid shaft, L, in mesh 
with (he gears, ?, m, and n, substantially as 
described. 

12. Id a road vehicle, a shaft, Ii, having a 
connection wifh a driving motor, and having 
thereon several change gear wheels forming 
parts.of difierentiul driving coanectioDS for 
the driving axle of the vehicle, And sliding 
clutch members to be placed In clutch with 
said gearSjShipperleversengagingsaid clutcli 
niember.'i.and a bar having one or more cam 
sarfaces thereon so that as it is moved end- 
wise it may hold the said members, oue at a 
time, through its shipper lever in clateli, and 
means for controlling the endwise movement 
of said bar. substantially as described. 

13. In a road vehicle, the combination with 
driving axle, D, with bevel gear, G, thereon, 
of the transverse motor 8h;iCt, J, with bevel 
^'ear, N, fixed thereon, the longitudinal shaft, 
K, with fixed bevel gear, P, and loose bevel 
gear, O, both in mesh with, and at opposite 
sides of, gear N, to rotate in opposite direc- 
tions, and thegenrs, i!,m.,and n, loose oashaff, 
K,and the clutch members, i',m',n', splined, 
forslido movement only, relative to said shaft, 
K, and a sleeve extension, e, of the gear, /, 
having a clutch collar splined to slide along 
daid Ble-6ve, extension, and to bo placed in 
olntoh with "the said Ioopo bevel gear, O, the 
amgtiiar shipper levers, V m*, ti*, and-O*, hav- 
ing engagement with said clntoh collars and 
the endwise movable bar, R, having one or 
more oam projections for crperatiug said ship- 
por levers, the longitudinal counter shaft,,Li 
having the gearsj!?, m'andn', and having the 
bevel gear, IJ, in mesh with the axle gear, G, 
all 8ub3ta!3tially as desotjbed and shown and 
for the purposes set forth. 

14. In a road vebiole,t.he combination with 
the running gear and the body spring sup- 
ported therefrom, of a frame, T, beuured to, 
and depending below, said body, and a frame, 
S, hung at odq end on the rear driven axle 
and having standards with jonrnal beariags 
in which is supported the shaft, K, a strap, or 
collar, surroondiug said shaft and having a 
transverse stem, r*, which is mounted for a 
rooking movement in a member of the body 
supported frame, T, a motor in driving con- 
nection with said shaft, K, and driving gear- 
Ing between said shaft and the rear wheel 
axle, substantially as described. 

16. In a road vehicle, the combination with 
the rnnning gear and the body spring sup- 
ported t^erefroLii, of a frame, T, secnred to, 
and depen ding below, the body and having tke 
standard with the transverse stem, r^,86t for 
rocking movement therein which s>tem has th;. 
longitudinally ranging eoUar.r.of the frame. 
S, bavlug a reav end support from the rear 
wheel axle of the vehicle and provided with 
the standards, S*. S*, in journals of which is 
monuted the longitudinal shaft, K, ani nter- 
modiate portion of whioh Is embraced by said 



coUar.r. thereby affocdiugthfv supporting con- 
nection for the forward part of said frame, S, 
the counter shaft, L, jourualed in this frame, 
S, and gtjnred to ther^ar wheel Axle, a motor 
mounted on the'Veiucle and geared to said 
shaft, K, and shif table gearing between shafts, 
K and I<, substanfiuily as described. 

16. In a motor propelled carriage, in com- 
bination, the ruoning gear frame and body 
spring supported llierofroai, the frame, T, 
depending below the bodj', with the motor 
driven transvoise shaft, J, proyided with the 
bevel gear wheel, N. thereon, and having the 
standard, T^ the frame, S, at its rear hnng 
upon the rear wheel axle, and having the 
counter shaft, L, jourualed therein which is 
bevel geared to iho axle and having the stand- 
ards, S*,S*, in which is joornaled the shaft, K, 
ft collar, or strap, loosely surrounding Hhis 
shaft and having a trans verse stem which has 
ft rocking bearing-support in a journal of the 
said standard, T , one or more bevel gears on 
said Hhaft, K, in mesh with the cross shaft 
gear, N, shiftable gearing on and between 
said shafts/K and L, and means for control- 
ling same, substantially as described. 

17. In a road vehicle, the combination with 
shiftable driving gearing and the cam bar,R, 
for effecting the ehippipgof the gearing, of ft 
handle lever at the front of ihe vehicle pivot- 
ally raounied and mediums of connection be- 
tween it apd the said bar whereby on swing- 
ing the lever, the bar will be duly moved, sub- 
stantially as aud for the purpose set forth. 

18« In a road vehicle, the combination with 
theeteeringwbsel or wheels, of a steering post 
Laving ft rotational movement and a medium 
of connection between itandsaid whee.'s.anda 
shiftable driving gearing for the vehicle, and 
mechanism for shipping same, a lever pivot- 
ally mounted on the steering post, and hav- 
ing connection with the shipper raechauism 
whereby upon the swinging of said lever in 
vue plane it will move independently of the 
post to control the driving gearing while the 
swinging thereof in another plane will insure 
the turning of thesteering post, substantially 
as described. 

1^. In ft road vehicle, the combination with 
shiftable driving gearing and shipper, or 
ointoli. mechanism for controlling the action 
t hereof, and the red precatory cam bar, R, for 
effecting the operations of the shipper mech' 
anism substantially as described, of a lever 
in engagement with said bar, and an angle 
lever at the front of the vehicle and connect- 
ing rods for imparting the movement to tire 
former lever from the latter, a support at the 
front upper part of the machine and a handle 
lever thereon, and a oonuectlng-or thrust-rod 
between this handle lever and an atra of the 
eaid angle lever, substantially as described. 

20. The combination with the cam-bar, R, 
lever, u, and angle lever, U, and connections 
between said levers of the tubular rotatable 
steering post at the front of the vehicle hav- 
ing the learwardly extended ftrm,/, the hftn- 
die lever, w. Intermediately tliereof pivotally 
mounted on said arm, and the connecting rod, 
V, seonred to an arm of the handle lever and 
whioh is extended down within the steering 
post and having the offset portion, v', \?hich is 
extended transversely through an opening in 
the side of thesteering post} and connected by 
its lower end to an arm of the angle lever, U, 
substantially as described. 

21. In a motor propelled-vehicle, the combi- 
nation with the frame,S, on which Ismounted 
the shiftable driving gear sr^bstantially as de- 
scribed, and which hastbe upwardly extended 
arms, S", S', of the bar, Q, supported by, and ex- 
tended between said armR, and having the an- 
gular shipper levers pivotally mounted there* 
on, and the oam bar longitndinally guided 
along ambers which are provided therefor 
on saiu arms, and having cam surfaces on 
their nnder edges, substantially as described. 

22. In a motor propelled vehicle, the combi- 
nation with the frame, S, on which Is mounted 
the shiftable driving gear substantially as de- 
scribed, and which has the upwardly extend- 
ing arms, S*, S', of the bar Q, supported by, 
and between, said arms, and having the an- 
gular shipper levers pivotally mounted there- 
on, and the cam bar longitndinally guided 
within members which are provided therefor 
on said arms, and having oam surfaces on 
their under edges, and the bar, 5*, extending 
btjtween said arms above bar, Q, and hftvlug 
secured thereto the ends of springs whioh are 
al8<f connected to theshlpper-lev6ni,8abatah- 
tlally as described. 

552,757. WILLIAM W. GRANT. 

Brooklyn. N. Y. Road-Vehicle. Filed 
July 17, 1895. Patented Jan. 7, 1896. Se- 
rial No. 556.270. (No model.) 

51y invention relates to an improvement in 
road-vehicles, the object being to provide a 
vehicle driven bya motor, with devices where- 
by the operator can by the movement of a 
single lever conU-ol all the movements of the 
vehicle. 

^\y invention consists ia a driving-axle and 
nicciifwiisni forconnectingit with and discon- 
necting it from either driving-wheel. 



It f ni-ther consists iu a driving-axle, niemis 
for connecting it with and disconnectin;^ it 
U'ww either driving-wheel, and nieans for re- 
versing the direction of rotation of said axle. 

it. further consists in a di-iviiig-axle, driv- 
ing-wheels; thereon, and means, connecting 
the axle and front or steering-wheels for 
guiding the latter. 

il further consists of a driving-axle, wheels 
loose thereon, gearing for guiding the stcer- 
ihg-whecls, clutches for locking the wheels 
to the a.\le, and devices for conneetiug the 
clutches and steering-gear whereby when the 
clutches or either of them is operated the 
stcoving-gcftr is set in motion. 

My invention further consists in couiveci- 
ing the \ftrious clutches and other controlling 
part«t a single handle, whereby all the move- 
incnls of the vehicle are under the absolute 
control of the operator^ 

>Iy invention consists in other parts and 
combinations of imvts and in certain details 
of construction, as will be more fully de- 
scribed, and pointed out in the claims. 

1 . In a vehicle thecohibination with a driv- 
ing axle and ground wheels loose thereon, of 
ft clutch forconpliiigup each ground wheel to 
the axle, a lever, means connecting the lever 
ami both clutches whereby either clutch can 
bo moved to disconnect its respective ground 
wheel, and means connecting the driving fexle, 
and steering wheels, whereby when either 
gvoinid wheel is disconnected from the driv-. 
ing axle, the front or steering wheels are 
lurned. 

2. The combination with a driying axte and 
groiind wheels loosely mount^ thereon, of 
means for connecting the axlo. with and dis- 
counectin^itfromoithergi'ound wheel, means 
for reversing the direction of rotation of said 
axle, steering wheel, and me^fins connecting 
the driving axlo and steering wheel, whevoby 
the latter is shifted by the former. 

a. The combination with a driving axle, 
driving wheels thereon, n clutch for coupling' 
up each <trivii.g wheel to the axle ^steeling 
wheel, and means connecting the steering 
wheel with the driving axle, whereby whea 
cither ground wheel is disconnected from the 
di'iving axle, the front or steering wheel ii 
shifted. 

4. The combinafion with a dri\ingaxle and 
wheels loose thereon, clutches for locking the 

. niieels to the axle, revei-sing gearing loose on 
said ft^ae, and clutches for locking the gearing " 
to th^a.vLe, of a controller, and devices eon- 
necttng the several clutches and the control- 
ler, wherebythe two clutches for locklngthe 
gearing'.to the axlo are actuated simultane- 
ously, one to release the gear the other to move 
toward its gear, aud the two clutches for lock- 
ing the ground wheels to the axle being actii- 
ated one at a time, substantially as set forth. 

5. The combination with an axle, and, two 
ground wheels and twodriim.=i loose ihereon, 
steering gear and devices connecting the 
steering gear and dj.'uros, of two clutch sec- 
tions or sleeves each adapted to engage a 
clutch section carried by the drum and wheels 
and couple one dram and one ground wheel 
to the axle, each clutch section being so dis- 
posed in relation to'its wheel and. drum tliat 
wlien the wheel is locked to the axle the dvum. 
is loose and when .the drum is locked the wheel 
is loose, and means for shifting the clutch sec- 
tions. 

C. The combination with an ajde> ground or 
driving wheels thereon, a eltitch for locking 
each gi'ound or driving wheel to the axle, and 
steering wheels, of a controller, clutch shift- 
ing devices actuated positively 'by said con- 
troller, and devices actuated by the driving 
axle for shifting the steering-wheels. 

7. Uliecombinationwithanaxle, ground or 
driving wheels loose thereon, and a clutch for 
locking each ground or di-iving wheel to the 
axle, of clutch, shifting device for each clutch, 
sliding or movable arms connected to clutch 
shifting devices, each sliding arm having an 
open slot therein, a wheel having lugs adapted 
to nonnally rest in the slots of both arms, and 
means for turning the wheel, whereby one lug 
thereon leaves the slot in its arm and the 
other lug engages the waU of Its slot and moves 
its nrm ' in a direction to unclutch its ground 
wheel. 

8. The combination with an axle, ground or 
driving wheels thereon and a clntch for lock- 
ing each ground or driving wheel to the axle, 
of a clutch shif ting device for each clutch, a 
slotted arm connected to shifting device, a 
wheel having lugs resting normally in the 
slots, a lever, and deWces connecting the 
wheel and lever, substantially as set forth. 

9. The combination with adrivingaxle hav- 
ing loose wheels thereon, each wheel carrying 
a clutch section, a front or steering axle and 
drums loose on the diivingaxle,each drum also 
carrj'ing a clutch-section, of sliding sections 
or sleeves for normally locking the ground 
wheels to the axle, but adapted when shifted, 
to release the ground wheels and lock the, 

drums, and devices coniiecliiig the dnims and 
front or steering ftxle for tuniing the latter. - 



10. The eoinbljuitimi willi a lUiving nxlo 
liavJngloosc wheels 1liorcoii,froi>toi'Steonnf;- 
wheelB, unci drams loose on the driving axle, 
o£ clutch sections for iiormnlly lookiiijj the 
ground wheels to the axle, but adapted when 
shifted to release the ground wheels and leek 
the drums, devices couuecting the drums and 
front or steering wheels, and a 'controller 
and devices connectrng the controller and 
clutches, substantially as set forth. 

11. The combination with a driving-axle 
having revereing-gear loose thereon, clutch- 
sections or sleeves coupled .so as to move in 
unison for coupling one and uncoupling the 
other gear, a pinion meshing with both gear- 
wheels, driving or ground wheels loose on the 
axle and clutches for coupling the wheels to 
th©8<xle, of a controller or operating standard, 
and devices connecting the several clutches 
and controller, substantially as set forth. 

12. The combtnation with an axle, ground- 
wheels thereon, drums loose on the a.xle, 
clutches for locidng the drums to said a.xle, 
front or steering wheels, worm sliatt and gear 
for shifting the front or steering wheels, and 
ropes or cables connecting the drums on the 
axle with the worm shaft, of devices for act- 
uating tlie clutches one at a time whereby 
either drum may be locked to the a.xle while 
the other remains loose thereon. 

13. The combination with an axle, ground 
wheels thereon, a frame mounted on the axle 
and carrj'ing springs adapted to support a 
motor, a flexible shaft and reversing geai-ing 
actuated by the flexible shaft, of a vehicle 
bodymonnted on springs carried by the frame 
on the axle.. 

14 The "combination with a driving shaft, 
ground wheels and drums loosely mounted 
Siereon, the said drums being arranged adja- 
cent to the wheels, a clutch for each ground 
wheel to operate with its adjacent drum, front 
or steering wheels, worm shaft and gear for 
shifting fie frontor steering wheels,and flexi- 
ble devices connecting the drums and worm 
sliaft, of a rotary or oscillatory standard, and 
means for connecting the said standard and 
clutches,- whereby either clutch sleeve or sec- 
tion may be shifted so as to release its ground 
wheel and lock its drum to the axle, substan- 
tially as set forth. 

15. The combination with a driving axle, 
ground or driving wheels loose thereon, and 
drams rigid with the wheel hubs andloose on 
the axle and clutchesfor locidng the drums 
to the axle, of bVake shoes, and means for 
forcing the shoes in to contact mth the periph- 
eries of the drums. 

16. The combination with a driving axle, 
ground or driving wheels'loose thereon, drums 
rigid with the wheel hubs and loose on the 
axle, and clutches for locking the drums to 
the axle, of means for rotating the axle, means 
for Bhifting the clutch sleeves or sections, a 

pair of brake sho'os for each drum, means foi- 
applying the shoes of each pair simultane- 
ously, 

17. The conibiuation with a driving axle, 
grounder drivingwlicelsloo.'io thereon, di-ums 
rigid with the wheel Imbs and loose on the 
axle and clutches for locking the drums to 
said axle, ef a brake meehnnisTu for each' 
drum, each brake mechanism consisting of a 
long and short arm each cai-ryiug a brake 

_ Shoe, a lever pivoted to each short arm, a link 
conhepting the lever and long arm devices 
leading to a position convenient to the opei'- 
ator for applying the brakes, snbstantiallv as 
set f ortlK ■ 

IS, The combination with a driving axle, 
roveraing gearing loose therqon, driring or 
groundi .wheels also loose en the n.xle, and 
clutclies for locking the reversing gear and 
gronnd wheels to the axle, of a controller con- 
sisti-ng essentially of a vertical standard, 
means connecting the same with the wheel 
clutches whereby the latter are operated, a 
vertical sliding rod constituting part of the 
controller, and m^ans connecting the sliding 
rod with the oluches which operate to lock 
the driving pinions to tlie axle. 

19. ITie combination with a driving axle, 
ground wheels and drums loose thereon, each 
•drum and grouiid wheel having a clutch sec- 
tion, sliding clutch sections, each of which is 
adapted to cooperate with the dutch sections 
of a drumand wheel, whereby when the wheel 
islockedtotheajde thedrumisi'clca.scd, and 
when the drum is locked the wheel is released, 
andsteeringwheels, of aeontroller,andmci!BH 
connecting the drums with the axle of steer- 
ing wheels, whereby when tlie controller is 
operated to shift the steering wheels, the 
ground wheel on tiie proper side of the vehicle 
is.dlsconnecticd from the axle, and the drum 
OU'tho same side locked to the axle, s\il)stan- 
tiaily as set forth. 

20. The combination mth a vertical stand- 
ard adapted to turn, a vertically moving rod 
in said standard, and » shaft carried by the 
standardandengaging'therod, whereby when 
the shaft is rocked the rod is moved vertically, 

.and when the shaft is moved laterally the 



GEARING. 



standard is i-oekod or oscillated, of rxn axlo 
having ground wheels loose thorcon, vovevs- 
iug fjear on said axlo, clutches f<»r locking the 
ground wheels and vGversing''gcai' to the axle 
and means connecting the wheel clutches and 
standard and the gear clutches and yei-lically 
movable rod, substantially as set forth. 

21. In a motor vehicle, the eouibination with 
a di'iving axle mounted on wheels, rcvei-sing 
gearingon the axlo, andafraincniouiiled on 
the axlo and carrying springs for supporting 
a motor, of a ilcxible or yielding shaft for 
transmitting motion from tlic motor to the re- 
verain?; gearing. 

22. hi a vehiclfe tlie eombination with a 
driving axlo, ground wheals and revei;sing 
gearingloose thereon, elntelies for loeking the 
wheels and gearing to the axle and front or 
steering wheels, of a controller consisting of 
a rotary oroscillatoryverticalstandard, a ver- 
tically movable rod within said standard, and 
a horizontal shaft jonrnaled in the standai-d 
and connected to the rod, devices connecting 
the standard with the steering wheels, and 
with the wheel clutches on the dri\ingaxle, 
die vices connecting the vertically movable rod 
with the revei-sing gear clutches and latches 
for locking the shaft and standard against ro- 
tation oroscillation, substantially as setforth. 

23. The combination with an axle, gi-ound 
ox driving wheels loose thereon, a clutch for 
locking each ground wheel to the axle, and 
front or Steering wheels, of clutch shifting de- 
vices for each clutch, an operating lever or 
controller, and devices actuated by said con-- 
troller for engaging either of said clutch Shift- 
ing devices and devices actuated by said con- 
troller for slutting the steering wheels. 

24. Tlie combination with a dri\ing axle 
having' reversing aeav loo.ofi thf*''*>on. dutch 
sections or sleeves coupled so as. to move in 
unison for coupling one and uncoupling the 
other gear, a pinion meshing with both gear 
wheels, driving or ground wheels loose on the 
axle, clutches for coupling the wheels to the 
Axle, and steering wheels, of a controller oi 
operating standard, and devices connecting 
the several clutches arid controller and steer- 
ing wheels and controller, substantially asset 
forth. 

25. The combination with an axle and 
ground wheels and drums loose thereon, said 
drums having hubs rigid or integral with the 
gi'ound wheels, as with the drums, of a mech- 
anism ov vehicle supporting frame caiTied 
upon and joumaled about said hubs. 

554,319. RICHARD F. STEWART, 

Mount Pleasant, N. Y. Self-Propelling 
Vehicle. Filed Feb. 9, 1895. Patented 
Feb. 11, 1896. Serial No. 537,748. (No 
model.") 

^ly improvement refers to mechanism for 
controlling and regulating the movements of 
theTehicle; and it consists especially in a 
novel construction of gearing by which the 
motion of the vehicle can be reversed and its 
speed regulated, and in mechanism attached 
thereto for operating and controlling the 
same. 

1. In a self -propelling vehicle, in combina- 
tion, the gear-wheel h mounted on a shaft 
engaging w;ith the motive power, gear-wheels' 
/ and g mounted at right angles thereto on a 
shaft engaging with the wheels of the vehicle, 
mechanism whereby one of the wheels /or g 
isbronght into engagement with the wheel 6, 
and other mechanism whereby the wheel b is 
withdrawn back at the moment engagement 
is made vrith it, substantially as described. 

2. In a gearing for self-propelling veMcles, 
the combination Avith the gear-wheel 6, 
mounted on a shaft connected with the mo- 
tive power, and aiTanged to engage witt the 
gear-wheels /and <;; of the jointed rod t? con- 
nected to th&wheelb, andprovidedat its free 
end with the projection p; and the rod m 
ha-ving the teeth m', whereby as the rod m is 
moved in either direction the rod o moves the 
wheel back away from the wheels /and g at 
the moment of contact with the latt-er, sub- 
stantially as described. 

3. In a self-propelling vehicle, in comMna- 
tion, the gear-wheel h mounted on a shaft 
connected with the motive l •jWsr, rod o con- 
nected to the wheel h and adapted to move' 
the wheel back at the moment engagement is 
made therewith, gear-wheels/and^r mounted 
on the shftft h at right angles to the wheel h, 
rods i andjconnected to the sh-xft A whereby 
the shaft is slid back ? ■=■• d forth h, ^d the wheels 
/and g brought into engageir,«iit with the 
wheel h and mechanism for actuating the rods 
and i and.?' substantially as described. 

661,997. ALBERT H. KENNEDY, 

Rockport, Ind. Motor-Vehicle. Filed 
Dec. 20, 1895. Patented June 16. 1896. 
_ Serial No. 572,788. (No model.) 

My invention relates to improvements in 
nietor-vehicles; and itconststs, broadly, in the 
appHcation, to an ordinary vehicle^ of a motor - 



545 



attachment for projpeUing the vehicle. 

Accordiii^to my invention I provide a mo- 
tor device in the form of a self-propelling 
carriage or truck — that is to say, a structure 
comprising an engine or engines, carrying- 
wheels thcrofor,nnd gear connections between 
the engines and caiTving-wheols for propel- 
ling the same along a road^/ay. This motor 
is attached to or connected with an ordinary 
vehicle, so that v;hon the motor is in motion 
the vehicle will be propelled, the motor tak- 
ing tho place of hoi"sesand making a very sim- 
ple and convenient method of securing the im- 
proved results attainable by motor-power, afe 
distinguished from the use of draft-animals. 

I prefer to locate the motor in the rear of 
tho vehicle to be propelled, and the vehicle 
can. bo steered by a tiller secured to the ver- 
tical axis of the front wheels. The supply of 
fuel may be carried upon the driven vehicle, 
upon which also is carried the means for start- 
ing, stopping, and controlling the motor. 

I propose to I employ any type of engine 
which may be preferred, whether the same 
bedriven by fluid, such as petroleum or gas- 
olene, or by gas or compressed air, or I may 
use an electric motor in place of tho engines 
indicated, carrying part orall of the batteries 
for supplying the current in the body of the 
vehicle. 

As usually, constructed, an engine capable 
of developing sufficient power to propel a ve- 
hicle must weigh several' hundred pounds, an 
additional load which would usually be too 
much for the ordinary lightly -constructed 
horse-vehicle, ;ilthough a supply of fuel for 
such an engiue might conveniently, be carried 
therein. 

The weight of the engine and its nieehan- 
ieal conijections is concentrated in the motor, 
bringing almost all of its weight upon the 
driving-wheels F thereof, which will afford 
them sufficient traction for the purpose of 
propelling the vehicle, which will ordinarily 
be. lighter than the motor, and by constructs 
ing the motor separate from the vehicle I am 
enabled to dispose the mechanism thereof to 
the best advantage without regard to the ac- 
commodations of the vehicle. Furthermore, 
it will be apparent that by constructing the 
motors of different sizes and of different types 
t-hey can readily be applied to their moat 
suitable work, and.iin countries where the 
fuel supply for one class of engine could not 
readily be obtained a motor of another and 
more convenient type could be used. 

1. m combination, a road- vehicle navinga 
rigid rear axle provided with carrying-wheels, 
a pivoted front axle provided with carrying- 
wheels, and a- hand steering-gear connected 
with the front, pivoted axle, a separate ro.otor 
attachment located in the rear of the vehicle, 
and pivotAlly connected with a rigid part of 
the frame thereof, said motor attachment- 
comprising driving -wheels, a supporting- 
frame therefor, flexible connections between 
the motor-frame and the frame of the vehicle, 
an engine on the motor-frame, and mechan- 
ical connections between the engine and the 

, driving- wheels of the motor. 

2. The combination with an ordinary road- 
vehiele having front and rear wheels, and a 
hand steering-gear connected with the front 
wheels, of a separate motor attachment lo* 
cated in the rear of the vehicle and pivotally 
connected .with the frame thereof, said motor 
attachment comprisingdriving-wheels, a sup- 
porting-frame therefor, flexible connections 
between the motor-frame and the frame of 
the vehicle, an engine on the mstor-ffame, 
mechanical connections between tho engine 
and the_.driving-;n'heels of the motor, a fuel- 
sppply tank on the vehicle and connections 
between saititank and the engine of the motor. 

662,289. ALBERT DE DION and 
GEORGES T. BOUTON, Paris, France. 
Driving Mechanism for Self- Moving 
Vehicles. Filed Dec. 30, 1895. Patented 
June 16, 1896. Serial No. 573,749. (No 
model.) Patented in France Mar. 20 

1893, No. 228,743; in England July 31 

1894, No. 14,698; and in Germany Aue 4' 
1894. No. 82.789. ' « 

This invention relates to improvements in 
apparatus for operating driving-wheels of 
self-moving vehicles for use on ordin t^ry roads. 

The object of this invention is to enable the 
motor mechanism to drive the wheels of a 
vehicle or carriage without being subjected 
to any shaking or jolting which the wheelg 
are liable to sustain owing to the unevenness 
of the road and to bring into practical use, 
for self-driven motors, wooder\ wheels, which 
experience has shown to be more elastic and 
better fitted for this port of work than wheels 
of metal. 

The driviHg-wheels of a carriage on springs 
can only be driven by motor fixed to the 
frame by means of certain mecha,nical de- 
vices differing from those employed for driv- 
ing stationarv engines. 'ITae connection in - 



546 



^ GEARING. 



fact must be rigid for transniittinjr the im- 
pulse received and yet the axle wlijch passes 
througli the center of the two wheels must be 
capable of Iming inclined in any direction to 
a considerable extent in relation to the frame 
of the carriage according to the greater or 
less resiUency of the springs. For describ- 
-■ng curves or turning round it is also neces- 
sary that the speed of rotation of each of th^ 
wheels be proportional to the development of 
the curve to be described. This is oblaiued 
by various means, notably by mounting each 
of the wheels on a separate s^aft and by con- 
necting the two shafts by means of differen- 
tial gearing. One of the objects of this in-. 
venti<in is to enable this differential gearing 
t-o be fixed to the frame of the carriage or the 
lite in such a manner that it is driven from 
the motor by mechanical means similar to 
those used for a fixed machine and to com- 
municate the movement of rotation of the 
shafts of differential gearing to the driving- 
wheels. According t-o tliis invention tliis 
connection between the shafts of the differ- 
ential gparing and the axle of the driving- 
wheels, which need not be parallel to the for- 
mer and may deviate therefrom in all direc- 
tions within the limits of the variable flexi- 
bility of the suspension-springs, is obtained 
by interposing between the shafts which it is 
fequircd to operate a link device with two 
jointed heads or by one of Cardan's arrange- 
ment doing duty for joint-s. As it is neces- 
sary to mount the driving-wheels in the jour- 
nals of a rigid axle, the said axle is formed 
in such a manner in its part between the two 
jouj-nals as to leave a free space for the dif- 
ferential movement. Then by hollowing out 
or perforating the heads or journals and pass- ■ 
ing through them shafts connected to the 
jointed links the movement of rotation is 
transferred to the outside of the said heads 
or journals of the axle or shaft. An engag- 
ing or connecting part is then arranged on the 
outsideextremity of eachof these shafts caus- 
ing the motor-wheels to turn; but it should 
be noticed that this connection between each 
of the wheels and the motor-shaft demands a 
connection between the shaft and the felly 
of the wheel — that is to say, the conversion 
of the rotary strain which the said shaft re- 
ceives into a force applied to the felly. 

When, as often happens, the resistance of 
the felly to the tangential force which is im- 
parted to it is subject to but slight variations, 
a rigid coniitetion is obtained by fixing the 
nave of the wheel to the motor-axle and using 
a wheel with a solid core-piece or with sufft- 
ciently-6troug spokes; but in the latter case 
if the felly of the wheel does not experience 
the same resistance througliout the spokes 
have a tendency to work loose and vibrate. 
The result is that the wheels with wooden 
spokes work loose, the wear is rapid and 
breakage follows; and further the fact of hav- 
ing to transmit driWng power by the spokes 
necessitates imparting to the latter a sectional 
area calculated on the bending strain and not 
merely on the weightsupported by the wheels. 
These observations refer particularly to the 
case of wooden wheels employed as driving- 
wheels in self-driven vehicles. In fact, in 

1. In self-driven vehicles, the combination 
with a rigid axle provided at its opposite ends 
with hollow journals supported by springs 
connected to the vehicle -body, of drive- 
wheels joumaled on said hollow journals, 
wheel-axles journaled in said hollow journals 
and connected to the wlieels, a motor-oper- 
ated shaft, and links connected to the motor- 
operated shaft and the wheel-axles by uni- 
\\;rsal joints, substantially as described. 

2. In self-driven vehicles, the combination 
with the motor- operated shaft, of wheel-axles 
connected to said shaft, a driven wheel upon 
each axle, a center piece as M, passed upon 
the end of each axle, and connections between 
said centerpieces aiid the fellies of the wheels, 
substantially as described. 

3. In a self-diiven veliicle, the combination 
with the motor-operated shaft, of wheel-axles 
connected to said shaft, a driven wheel upon 

- each axle, a center piece passed lapon the end 
of each axle, and flexible conueciions between 
the said center pieces and fellies of the wheels, 
substantially as described. 

4. In a self-driveu vehicle, the combination 
with the motor-operated shaft, of wheel-axles 
linked to said shaft, a driven wheel upon each 
axle, a center piece passed upon the outer 
end of each axV, and flat springs connecting 
the said center pieces with the fellies of the 
whf^els. substantially as describwl. 

5. Inasctf-driven vehicle, the cojabi nation 
with the motor-operated shaft, of .wheel -axles 
linked to and having luiivcrsal connections 
with said motor-shaft, a driven wliecl upon 
each axle, a center piece passed upon the 
outer end of each axle, and flexible connec- 
tions between the said center pieces and the 
fcliies of the wheels, substantinllv fts de- 

-scribed. 



589,343. MOSES MISHEL, Glovers-" 
ville, N. Y. Vehicle. Filed Dec. 17, 
1895. Patented Oct. 13, 1896. Serial No. 
572,486. (No model. ; 
, My invcntioji rchilos to improvements in 
'iiat class of vehicles known as "horseless" 
vehicles; and it consists iji the rombinations 
of devices and eloinonislieroiuafter described, 
and specificaHy .set forth in the claims. 

The objects of my invention arc to provide 
certain mechaiii.siiis an<l pKrts which may be 
readily applied to four-wheeled vehicles, as 
they may be constructed and arc in use, for 
transmittiugpower from any preferred motor 
to the rear wheels of the vehicle for pi-opcUing 
the same, and for providing a convenient 
means for steering the same ^^ hilc being pro- 
pelled. I attain tlie.se obj'^cts by tlie means 
illustrated in the accompanying drawings, 
forminga partof this si)ecificalion. 

1. J n mechanism for transmitting motion to 
the rear wheels of h vehicle, the combination 
with r'afchct-whcels calculated tube secured 
to the respective inner ends of the hubs of 
said wheels, sprocket-wheels provided each 
with a pawl for coaction witli its neighboring 
rutchel-wheeV apd calculated to be loosely 
mounted on the, spindles of the axle of said 
wheels, bearings provided with brackets and 
calculated to have each a pivoted connection 
with the side sills of the body of a vehicle, 
and a drive-shaft supported by its outer end 
portions in the said, bearings, of connection- 
;n-ms jointed each with an outer end portion 
nf said drive-shaft and having their opposite 
<jnds iirovided with means for jointed conncc?=' 
lion with the rcju'-axleof a veliicle, sprocket- 
^^'hecls secured on each end of the drive-shaft 
for alinciuent with the sprocket-wheels pro- 
vided with the pawls, and a chain belt con- 
necting said sprocket-wheels on the shaft with 
those coacliug with the ratchet-wlioels, sub- 
stantially as and foi tlie purposes set forth. 

2. In-nicchanisni tor ti ansinitting motion to 
the rear wheels of n vehicle, tlie combination 
with a pair of coupling-plates O O, adrive- 
sliaft liaving ils outer end portions mounted 
in bearings connected with hrackcts which 
are respectively pivoted with each said coup- 
ling-plate in the same manner, sprocket- 
wheels mounted on tlic outer ends of the said 
drive-shaft for transmitting motion to a chain 
belt for revolving sprocket-wheels calculated 
to revolve the rear wheels of the vehicle, and 
connecting-rods for a jcinted connection be- 
tween said'shf^ft and the rear a"xle of the 
vehicle, of a second shaft having its end por- 
tions supported in bearings which arc eacli 
rigidly secured to said coupling-plates, so that 
their centers may each bo at uniform dis- 
tances from the centers of the bearings of the 
drive-shaft, a driven sprocket-wheel mounted 
on the drive-shaft, a drive sprocket-wheel se- 
cured to the second shaft, and connected by a 
chain belt with the driven sprocket-wheel on 
the drive-shaft, a driven sprocket-wheel also 
secured to said second shaft and calculated to 
be driven by a suitable driving mechanism, 
substantially as and for the purposes set forth . 

3. In mechanisi:i fortransmitting motion to 
the rear wheels of a vehicle, tlio combination 
with the main drive-shaft P, caleulftted to be 
i-evolved by a suitable motor and niounted in 
bearings p p secured to standards P' rigidly 
connected with a common base-plate calcu- 
lated to be secured to tlie foot-board of the 
bod}' of a A'ehlcle, a hand-»heel R seeurcd on 
said main drive-shaft, a spiocket-wheel Q 
also secured to said shaft, of shafts Land G, 
mounted in bearings connected with coup- 
ling-plates O O, sprocket-wheels SI, X, J, I, 
F, endless chains Q', N', and I' paw'^ pivoted 
with the sprocket-wheels F and ratcliet- 
wheels E connected with the inner ends of the 
hubs of the rear wheels of a vehicle for co- 
action with said pawls, substantialh* as and 
for the purposes set forth. 

570,203. GEORGE H. ELLIS and 
JOHN F. STEWART, Chicago, 111. 
Gear for Motocycles. Filed Jan. 23, 
1«9(). Patented Oct. 27, 1896. Serial No. 
^76,543. (No model.) 
The object .of our invention is to pi-ovide 
connecting-gearing between the engine or 
other source of power and the traction-wheels, 
whereby the speed of rotation of the engine 
or other motive power is reduced in its trans- 
mission ami the power imparted to the trac- 
tion-wheels, and also provide convenient 
means tor controlling the rate nf speed of the 
carriage propulsion and, as wt-H, its direction 
of t^u^e!. 

1. The continuously-running pinion/, the 
(Wfefks H and K suppnrled concentrically rela- 
tive to the said pinion, the said disk K form- 
ing au internnl gear, ;ind the said disk II hav- 
ing, upon suitable sup[»orts. I hi- gear or gears 
/(^adapted to mesh into the said pinion/' and 
into the internalgear of the disk K, the fric- 
tion-ring J, and means for cluteliiiig tlie disk 
.II to the said ring or to the said disk K, at- 



will, substantially as described. 

•2. The continuously-running pinion/, the 
disks H and K, supported concentrically rela- 
tive to the said pinion, the said disk K form- 
ing an internal gear, and the said disk II hav- 
ing, upon suitable supports, the-gear or gears 
//= adapted to mesh into the said pinion /and 
into the internal gear of the disk K, means 
for moving the said disk II laterally whereby 
it may be either lield from rotation, may be 
clutched to tlie disk K or may be set free and 
thus set free the .said disk K, at will, substan- 
tially as described. 

;i. The con-tinaou.sly-runuing pinion/, the 
disks H and K supported concentrically rela- 
tive to the said pinion, the said disk K form- 
ing an iuloniiil gear, and the said disk n hav- 
ing, upon suital)le supports, the gear or gears 
7t' adapted to mesh into the said pinion/and 
into the intei-nal gear of the disk K, a wheel 
secured to the said disk K, the friction-ring 
for imparting motion to the machine to be 
actuated, and means for moving the disk II 
laterally whereby it may be held from rota- 
tion or may be held to the disk K or maybe 
set free from both at will, substantially a»de- 
scj^ibed. 

-i. The continuously-driven pinion /, the 
disk II, having an annular friction-ffange and 
adapted to move laterally, a planet gear or 
gears suitably' supported on said disk, the in- 
ternal gear adapted to be held from lateral 
movement and having an annular friction- 
flange inside that of the disk IT, a stationary 
"riction-ring outside of the said disk II and 
means for moving the said disk II laterally 
whereby it may frictionally clutci- the said 
friction-ring or the said internal gear, or may 
.be held free from both at will, aubslantially 
as described. 

5. In a motor cycle and in combination, a 
motor having a driving-shaft, a driven wheel 
mounted loosely upon and concentrically 
with thedrivlng-shaft, a pinion on said shyft, 
planetary gearing supported upon said driv- 
ing-shaft and having a disk adapted to move 
laterally, the said planetary gearing con- 
structed substantially as described, whereby 
the said driven wheel is rotated in either di- 
rection, means v.ithin reach of the operator 
for moving said disk, counter-shafts mounted 
on coincident axe.s, each shaft being suitably 
connected to the driving-wheels of the motor 
cj'cle <ind differential gearing mounted upon 
the adjacent ends of said counter-shafts and 
rotated by said driven wheel, substantially as 
described. 

0. In a carriage a motor having a continu- 
ously-driven shaft, anintemal gear K loosely 
supported on the yhaft thereof, a pinion / 
keyed to the said shaft, the disk H loosely 
mounted on the said shaft and adapted to bt 
moved in longitudinal directions, the inter- 
mediate gears upon the said disk II adapted 
to engage the pinion /and the intermediate 
gears of the disk K, a power-transmitting 
wheel as one piece with the said disk K, gear- 
ing adapted to transmit motion from the said 
power-transmitting wheel on the said disk K 
to the traction-wheels, and means under the 
control of the attendant for moving the said 
disk II longitudinally, substantially as df 
scribed. 

570,395. FRANK W. HAVILAND, New 
York, N. Y. Vehicle Driving - Gear. 
Filed Sept. 16, 1895. Patented Oct. 27. 
1896. Serial No. 562.660. (No model. j 
The object of the invention is to provide a 
new and improved vehicle driving-gear, ar- 
ranged to propel the vehicle independently 
of the running wheels, and at the same time 
preventing any slip and consequently pre- 
venting loss of the power applied. 

The invention conB'sts principally ol an 
independent friction-surface applied so asto 
utilize the weight of the vehicle to increaw 
friction and overcome inertia and resistance. 
The invention also consists* of certain parts 
and details aud combinations of the nume, as 
will be faliy described hereinafter and ih'>n 
pointed out in the claims. 

1. In a vehicle, the combination with the 
running-gear, of pivoted propelling devices 
adapted to be swung alternately into contact 
with The ground or track, and means for 
simultaneously swinging one propelling de- 
vice out of contact with the ground or track 
when the other is swung into contact, sub- 
stantially as shown and deycribcd. 

2. In a vehicle, the combination with the 
running- gear, of swinging wheels adapted to 
altof natel}' engage the ground or track, means 
for operating siiid wheels when in engagement 
with the ground or track, and meaae for 
simultaneously swinging one wheel out of 
contact with the ground when the^ other is 
swung into contact, subotautially as do- 
scribed. 

3. In a vehicle, the combination with, thr 
running-gear, of two otvoted arci3, a propel- 
ling device carried by each arm and adapt*'*! 
to engage the ground, means for opecaliog- 



the prop^Jiirji^r denes, -ind a lever for opcfRt- 
Ing oacb arm. eftid lovers h&ving ad )nter- 
locking enpagomeot, snb&vflrttlall.v rs aud for 
the porposo set fortli. 

4. ill j; vehicle rtrivo-goar, the eorobiuatioji 
witli & ihaft, and mr'Ana for operating saiil 
Biiatt, of. a second shaft, mean.s for operating 
tlie said shaft, an arm hung on tho second 
shaft, a wheel journaled in the free end of 
the said arm, means for driving the wheel 
from the s.aid second shaft, and a lever for 
swinging the said arm to raise or lower the 
wheel, substantially as described. 

5. In a vehicle driving-gear, the combina- 
tion with a shaft, and means for operating 
the shaft, of a second shaft, meansforoperat- 
iiig the said shaft, an armiiung from the sec- 
ond shaft, an arm bang from th<. first shaft, 
wheelf moanted in the free ends of the said 
arms, means for operating the said wheels, 
and levers for swinging the said arms, said 
levers having an interlocking engagement, 
substantially as described. 

G. Id a vehicle driving-gear, the combina- 
tion with a shaft, and means for operating 
the shaft, of asecond shaft, means foroperat 
jiiii tli<; sajdsliafl, .m aim Iiun;:; uji tfie Sec 
«nd shaft, a wLeo] inovintcd in (lie free end 
i)t the arm, moans fur operating llie wIk'cI 
from tJic secojiu sh^nft, an arm hung on Mu^ 
first sh-iTc, (i wlioel iiiumitcd in the free oml 
of ih** arm, moans lor opevaiing (lie wheel 
froni Iho fust shaft, and levors for operatin.t; 
the said jums, siilistantially as described. 

7. A .ehiclc driving ,.'ear, comprising a 
diiVcn si aft, an arm fuU-nuned loosely on 
the sh>ift. a wheel jouinuled un the free end 
o( ihe &iiid arm aud ilrivca frdm the said 
shaft, a lever for imparting a swinging mo- 
tion to saiu ami to move .said wheel into or 
out uf cagagen'eut -cvith the ground, aod 
ni«ans, substantially as des'-ribed, for im- 
]iariing a varying speed 1o s.a\(\ sh-tfL. as set 
lorth. 

8 In a venicle diivinj^ «car, L'le «:umbiiia- 
(ion with a shaft, u'vaduated geai-J^ titled to 
:ilide uii the shfttL and ni'^fins for operating 
sail] shall; of asecond .«iiaft provided with 
;j'radualeU geais, an arm pivoted on said sec- 
ond :ih:4ft, a wheel mcuutocl in f.he froo end of 
the ann, ineaTis loi opev;iting t!\ewhefl from 
lh('. said secoJid sb.iFt, a luvor foi- sliding the 
graduatetl gears and a lever for swin^^ing the 
sjiid arm, substantially as described. 

570,396. FRANK W. HAVILAND, New 

York, N. Y. Vehicle Driving - Gear. 
I'lled Dec. 4, 1895. Talented <lct. 27, 
jsyo. Seri.'.l No STl i)4.t. f No mudcl. ) 
The general object of the invention is to 
provide adriving-gearwhieb will bearrangod 
to drive the vehicle independent of its run- 
ning or supporting wheels and at the same 
time prevent any slip and consequently pre- 
vent loss of the power applied. 

The invention consists in the novel con- 
struction and combination of the several 
parts, as will be hereinafter fully set forth, 
and po'Tited nut in the claims." 

1. In a vehicle, propelling- wheels, segmen- 
tal guides in ^hich the boxes of the said wheels 
have movement, the said guides being fixed 
and curved in direction of the wheels which 
they govern, a motor, a driving connection 
betv/een each wheel and the motor, the driv- 
ing mechanism for one wheel operating in a 
revei'se direction to that of the opposing 
wbGSl, and a connection between the two 
wlteols, wliercby whoa one is earned into en- 
gagement with the ground the other is re- 
moved from engagement therewith, as and 
for the purpose set forth. 

2. In a veliielc, a propelling and a repelling 
wlieel, a meclianism, substantially as de- 
scribed, for operating the wheels in opposite 
directions, fi:;ed guides curved in direction 
of the rotation of the wheels, the boxes of the 
said wheels having movement in the said 
guides, and a connection between the said 
boxes, and a shifting device connected with 
ono of the boxes, whereby either the propel- 
ling or the repelling wheel may be brought 
to an engagement with the ground, one as- 
cending as the other descends, as and for the 
purpose set forth. 

3. In a motor-propelled vehicle, supporting 
or punning wheels and propelling-wheels op- 
erating independent of the running-wheels, 
a motor, and a driving connection between the 
running- wheels and the propelling-wheels, 
substAtitially as described. 

■I. Ill a vehicle, the combination, with the 
rear axle and the running-gear attached there- 
to, and a frame secured to the forward axle, 
the said axle being pivotallyiconnected with 
the rear portion of the running-gear, of a 
yoke ai ( aohed to the forward frame, a tobolar 
support located upon the rear portion of the 
running-gear, a shaft held to, turn and .slide 
longi'':^dinall> within the said support, aad 
provided with an arm extending upward in 
the said yoke, and a handle pi voted to the said 
shaft, havinga projection capable of frictional 



GEARfNG 



'jugagement with the aforesaid inbol.K stip- 
port, as and for tlie purpose specified. 

5. In a vehicle, the combmation, wjih the 
forward and rear axles, raaoing or support- 
ing wheels loosely mounted thereon, and a 
running-gear conatrueted m two sectipns, one 
section bting connected with the rear and the 
other with the forward a.vle, the forward axle 
having pivotal connection with the learpor- 
tion of the runnincj-gear, of a motor, shafts 
wriven from the motor and »jarriedonobythe 
forward portion of the rur ning-gea. aod the 
other by the roar portion of the said running- 
gear, a- speed-regalating gearing carried hy 
both sections of the rnnni.ig-gear, the said 
epeed-rcguiating gears being each set in driv- 
ing connection with the running-wneels of 
the vehicle, and a shifting -gear regulating 
each set of running-gears, and operated by 
the steering movement of the forward axle, 
as and for the purpose set forth: 

G. In a vehicle, the combination, with the 
forward axle, a reach connected therewith, a 
forward axle pivolally connected with the 
said reach, arid a fro.me supported from the 
forwanl nxle, and running or suppoptin'g; 
wheels looseJy mounted on the said axles, of 
A motoT, shafts located one in the forward 
frame and the other ^n the rcxsb, beinjj 
driven from the-~.aid"motor, apeed-regolatiu^ 
gears driven from the said shafts, each speed- 
rcgulatiug m^ixv being in di'iving coiMicetion 
witli a t'opporting or running wheel, a .shift- 
ing-gear operatin:; to iucrcnsc oi decrease 
opced, forming a potriou of each set of regu- 
lating-gears, shifting-arms connectod with the 
shifting-gears of the forward frame and like 
wise connoct-ed with the said reach, and shift- 
ing-arms likewise connected with the shift- 
ing-gears in the reach, the said arms being 
al^o attached respectively totheforwai-daxle 
and forward cross-bar, or a sUppoit operat- 
■ng in connection therewith, as and for the 
pur)josG specified, wheroby in turning a cor- 
ner tlic outer wheel will be automatically 
uade tc travel fastui than the inner one, as 
;ind for the puipoae rpecified^. 

7. Id a vehicle, the combination, with the 
runinng-guar, of a forward and a i-ear pro- 
pelling-wheel independent of the supporting 
or 1 uauiir^' whoeK' of the vehicle, and a re- 
pelling-whcellocatod between the propelling- 
wheels, segmental fixed guides for the said 
wheels, receivingthe boxes thereof, the guides 
being, curved in direction of the rotation of 
said wlieels, a motor, a driving connection 
botwecu the motor and the said propelling 
and repelling wheels, the propelling-wheels 
being driven in a diiection the reverae of the 
repelling-wheel, and shifting devices, sub- 
stantially as described, whereby either the 
propelling-wheel or the repelling-wheel may 
be brought into or carried out of engagement 
with th6 ground, the beaiingof one of the 
propelling- wheels being connected with the 
bearing of the ropelHng-whedl, as specified. 

8. In a traction vehiclo, thecombinationoi 
a motor, two oppositely -driven ti-action- 
wheels capable of alternately engaging the 
ground, carrying-whoels, a shaft geared with 
each caiTying- wheel, a shaft driven from 
the motor, variable-moveraent-transmitting 
mechnnism conne:;ting the three shafts, apd 
a cramping-axle by which said movement- 
transmitting mechanism is controlled, sub- 
stantially as described. 

9. InatraCtion vehicle, the combination of 
a motor, two traction -wheels, means for op- 
positely driving the traction -wheels, two car- 
)\ing-wheel8, a cramping-axle on which the 
wheels are carried, geaving for independently 
driving the carrying-wheels from the motor, 
and means controlled by the cramping-axle 
for varying the movimcnts imparted to the 
cariying- wheels, substantially as desciibed. 

10. In a traction vehicle having a cramp- 
ing-axle, the cofubination of a motor, a trac- 
tion-wheel driven from the motor, a carrying 
wheel geared with the motor, and means for 
varying the movement r-ppUed to the carrj'- 
ing- wheel, said moans being controlled by the 
cramping-axle, substantially as described. 

11. In a vehicle, the combination with a 
frame, of a cramping-truck, a steering-shaft, 
a crank carried on said shaft and connected 
to tho truck, a sleevo in which the steering- 
shaft is contained tho sleeve having a circu- 
lar way, and a lover fulcrnmcd to the steer- 
ing-shaft and having a fulcrum moving on the 
way, substantially as described. 

12. In a traction vehicle, the combination 
of a motor, a tracts od- wheel driven by the 
motor, a guide in which the traction -wheel is 
movable, a rod connected to the traction- 
wheel for moving the same, a shaft, a link 
fixed to the shaft and connected to the rod, a 
second link fixed to the shaft, and a lover 
connected to the free end of tlie second link, 
substantially as described. 

13. The combination of a cramping-axle, a 
rotary shaft in connectiun with and capable 
of operating the axle, a lever f ulcrutoed to 
tlio shaft and capable of turning and locking 
tho shaft and means on which the lever may 
bear, ^hstantially as described-. 



547 

14. lu ft vehicle, ihe combination of a mo- 
tor, twy urc-bliaped guidewav'-. a tra/'tioo 
wheel movable in each guideway. a rod rig- 
idly couueeting ibe two traction - wheels 
whereby they are capable of alternate engage- 
ment with the gi'ound, geanng for oppositely 
driving the two tractiort -wheels, a third rigid 
guide, a traction-wheel movable in the guide, 
gearing for driving;- said traction-wheel, and 
means for raising and lowering the tracMon- 
wheels, sobstantiaiiy as doacribfd. 

15. In a t: action-wheel, the combiaation of 
a motor, two traction-wheels, nieans for rig- 
idly connecting the traction-wheels, gearing 
for oppositely driving the traetioii - >vhf;els 
from the motor, a link connected to one trac- 
tion-wheel, a shaft to which the link is con- 
nected, and a lever connected to the shaft 
and capable of rocking the same to raise or 
lowerthe traction-wheels, substantially as de- 
scribed. 

16. In a traction vehicle, the combination 
of a motor, a traction-wheel driven by the 
motor, t^o carrying -wheels, two shafts re- 
spectively geared with the carrying- wheels, 
a shaft driven from the motor, movement- 
transmitting mechanism connecting the three 
shafts, a cramping-axle on which the carry- 
ing-wheels are held, and a connection be- 
tween tho cramping-axle and the movement- 
transmitting mechanism, substantially as de- 
scribed. 

17. In a ti-action vehicle, the combination 
with a frame, of two curved guideways, trac- 
tion-wheels respectively n?ounted and mov- 
able in said guideways, means for independ- 
.ntly raising 'and lowering the traction- 
wheels, and gearing by which* they may bo 
opposi tely dri ven , substantially as described 

573,010. GOTTHOLD LANGER, St. 

Louis, Mo., assignor ol" onu-lialf to George 
W. Rarer, same place Motor-Vehicle. 
Filed Mar. 2, 189b. Patented Dec. 15, 
1896. Serial No. 581, 5J1. (Nn model.'* 
My invention has relation to impro\ einents 
in hor.sele.ss vehicles ormotov-wagons; and it 
consists in the novel arrangement and com- 
bination of parts more fully .set forth in the 
specification and pointed out iu the claims. 

1. In a motor- vehicle, a suitable carriage- 
body, drive-wheels adapted to support said 
body, a motor, a drive-shaft for said motor, 
suitable gripping devices rotated by said 
shaft, and means under the control of the 
operator for varj'ing the amount of gi-ip on 
either wheel whereby the speed of each wheel 
and the direction of travel of the caniage is 
controlled, substantially as set forth. 

2. In a motor-vehicle, a suitable carriage- 
body, a motor carried thereby, a drive-shaft 
for said motor, suitable drive-wheels, suitable 

driving mechanism interposed between tho 
drive shaft and wheels, suitable brake mech- 
anism for the drive-wheels, and means carried 
by the carriage-body for simultaneously con- 
trolling the driving and brake mechanism on 
each side of the carriage-body, the mechan- 
ism on one side beingadapted to be controlled 
independently of that on the other side, si(b- 
stantially as set forth, 

3. In a motor-vehicle, a suitable carriage- 
body, urivc-wheelsforthe same, an outer and 
inner rim for each wheel, a ribcan-ied by the 
inner rim, a motor, a drive-shaft for the mo- 
tor, and means carried by the drive-shaft for 
gripping the rib of the inner rim of either or 
both wheels, during the revolution of said 
drive-shaft, substantially as set forth. 

4. In a motor-vehicle, a suitable carriage- 
body, drive-wheels for the samp,. Tu ontr-rand 
inner rim for each wheel, a bevel-iib forming 
a part of each inner rim, a suitable motor, a 
drive-shaft for the motor, adrivingand grip- 
ping disk carried at each end of tlie drive- 
shaft, said driving aud giipping disk conw 
prising a relatively stationary .section and a 
movable st'Ction, tho movable section being 
adapted to be shifted toward the stationaiy 
section thereby tlie rib is gripped and im- 
pelled with the rotation of the twn section.s, 
substantial!) as set forth. 

5. In a mutor-veliicie, a suitable carriage- 
body, diive-whccls for the same, an outer aud 
inner rim for each wheel, a bevel-rib carried 
by the inner rim of ench wheel, a motor, a 
drive-shaft for the motor, suitable bearings 
for the shaft, a tubular portion forming a 
part of each bearing and embracing the shaft, 
an inclined end for said tubular portion, a 
hub leaving a levev-arm loosely mounted on 
the shaft adjacent. to the tubular portion of 
the bearing and having an inclined end co- 
operating with the inclined end of the tubu- 
lar portion of the bearing, a stationary rotat- 
ing disk carried by the free end of the shaft, 
said tenninal disk having an inclined or bevel 
face adapted to cooperate with one of the in- 
clined faces of the rib, a cup slidingly feath- 
ered about the shaft and having a terminal 
disk adapted to be shifted toward the oppo- 
site inclined face of the rib, said second or 
movable disk also having an inclined face - 



548 



adapted to cooperate with the inclined adja- 
cent face of Lbo lib, b.oll-beavings interposed 
between the rotatable hub and the base of 
tlie cup, and suitable devices for oscillating 
Uip lever-ann of the hub wliereby the mov- 
able oi- slidiut; cup and the disk carried there- 
by may be shifted toward the relatively sta- 
tionary disk and toward the rib, and whereby 
the rib may be firmly g^-ipped between tli'c 
two disks and impelled during the rotation of 
the drive-shaft, carrying the disks, substan- 
tially as set fo'-th. 

G. In a moto;"-vehicle, a suitable wheel, an 
outer and inner rim for the same, a bevel-rib 
forming a part of the inner rim, and means 
for gripping said liband impoUingthe wheel, 
substantiallj' as set forth. 

7. In a niotor-vc-hicle, a suitable carriage- 
body, a motor for the same, a drive-shaft for 
said motor, drive-wheels, an outer and inner 
rim for each wheel, a rib forming part of the 
inner rjm, suitable rollers carried liythe car- 
riage-body and adapted to rest and ti'avel 
over the rib, a driving and gripping disk car- 
ried ateaeh end of the drive-shaft anJadfipted 
to embrace the rib, a rear shaft carried by the 
carriage-body, a grooved roller at each end of 
the shaft also adapted to ejubrace the rib of 
the inner rim, additional rollers carried by 
the carriage-body and adapted to bear against 
the outei^ face of the rib, a brake shoe or le- 
ver adapted to rock about the rear shaft, a 
rocking lever carried at each end of the drive- 
shaft and aOApted to control the driving and 
gripping dist-s, a brake-operating lever piv- 
oted to the carriage and a iapted to be locked 
into position, and suitable connections be- 
tween the said brake-ojierating lever, and the 
rocking lever carried by the drive-shaft, and 
the brake-lcvcr carried by the rear shaft for 
simultaneously controlling the driving and 
gripping disks and the brake lever and shoe 
forming a part thereof, substantially as set 
forth. 

574,200. CHARLES F. GODDARD, 
Chicago. Ill, Motor and Wheel for Ve- 
hicleg. I'iled July 24, LS'lS. Patented 
Dec. 29, )8'>n. Serial No. 557.031. (^o 
model.) 

My invention relates to a new species of 
motor and wiieol for vehicles. It is applica- 
ble to bicycles, tricycles, and, horseless vehi- 
cles, as well, of course, as to other kinds of 
vehicles, but I have illustrated it as applied 
^o the horseless-vehicle t^'pes. 

My drawings are to be taken as, in a sense, 
diagrammatic or illustrative rather than de- 
scriptive, since it will be obvious to any one 
that simple changes and. variations can be 
made from what I have illustrated in the 
drawings which would result in the applica- 
tion of my improvement to many and various 
kinds of vehicles. -Moreover, it will be equally' 
evident that certain features of my invention 
are capable of independent or separate use. 
The wheels which 1 have ilUisti-ated are capa- 
ble of use independent of their association 
with the other features whereby they become 
parts of the motor, and the pistons which arc 
associated with the wheel, as here illustrated, 
arecapableof beingactuated in various other 
ways and by other means than as hero set out. 
Indeed, I here have attempted to illustrate 
only one particular application of my inven- 
tion, and these several features I have com- 
bined together for convenience when in a 
single apparatus. 

1. A wneel comprising ahnh, a rim consist- 
ingof ascriesof pieces U-.shaped in cross-sec- 
tion, and a series of spokes connecting the 
rim and the hub arranged so that a spring tf- 
feet is introduced between the hub and the 
rim, the rim consisting of sections hinged to 
each other, means associated with said wheel 
for moving said .sections with relation to one 
another and an elastic tire seated in the U- 
shaped rim-.sections. 

2. The combination of a wheel with a scries 
of substantially radially-disposed cylinders, 
a series of pistons and outwardly-projecting 
rods associated with such cylinders, anc' 
means for successively introducing an ener 
gizing fluid into such cylinders to outwardly 
impel the rods and thus propel the wheel, a 
flexible rim with which .said rods are con- 
nected, said hub and rim being connected by 
flexible spokes. 

3. The combination of a wheel with a con- 
duit leadi ng to the hub thereof , a series of cyl- 
inders arranged about the hub, a passage-way 
from the hub to the line of motion of the c} l- 
inders whereby they are successively con- 
nected with such conduit, pistons and pij-lon- 
rods associated wtthsuchcylindersand adapt- 
ed to be moved outwarUIy by an eueigizing 
fluid, and means for supplying such energiz- 
ing fluid to the conduit, a flexible rim to 
which said piston-rods are connccled, and a 
series of flexible posts connected to said hub 

—and rim. 



GEARING. 



4. The combination of a wheel with a hub- 
like portion sloiled and Iiollow, a series of cyl- 
inders rotating with the wheel about the hub 
aud provided each with a snpply-slot, and pis- 
tons and rods associated one with each cylin- 
der and adapted to be moved outwardly when 
the energizing fluid is introduced through 
such slots, a I'im consisting of a series of 
pieces, U-shaped in cross-section, and hinged 
togethei", an elastic tiie seated in the U- 
shaped cross-section, and a series of elastic 
spokes connecting said hub with said rim, 
substantiatly as described. 

i). The combination of awheel with a hub- 
like portion slotted and hollow, ascriesof cj'l- 
indcrs rotating with the wheel aboutthe bub 
and provided each with a supply-slot, pistons 
and rods associated one with each cylinder 
and adapted to be moved outwardly when the 
energizing fluid is introduced through such 
slots, and means for rocking such hub-liko 
portion so as to vary the angular position of 
the slot to determine the point at which the 
piston shall be outwardly forced. 

i;. The combination of a wheel with aeon 
duit leading to the liub thereof, a series of cyl- 
indersarranged about thehub, a passage-way 
from the hub to the line of motion of the cyl- 
indei-s whereby they are successively con- 
nected with such conduit, pistons and piston- 
rods associated with such cylinders and adapt- 
ed to be moved outwardly by an energizing 
fluid, means for supplying such energizing 
fluid to the conduit, and a discharge-way pro- 
vided with a series of inlet-apertures in the 
path of the cylinders whereby thej' are suc- 
cessively brought into connection with such 
passages to exhaust, each cylinder being re- 
peatedly connected with said discharge-way, 
substantially as described. 

7. The combination of a wheel -like con- 
struction wilJi a hollow central portion divided 
into two parts, a supplj'-way connected with 
one part and discharge-apertures leadi ngfrom 
the other, a hole through the wall of that par>. 
eonnected with the supply aud a hole through 
thewall of the other part, aud aseriesof cyl- 
inders rotating about such hollow part and 
adapted each successively to connect with 
each of such holes, aud a series of pistons 
and piston-rods associated one with each cyl- 
inder and adapted to be forced outwardly 
when the energizing fluid is admitted to each 
cylinder. 

8. The couibinaliou of a wheel-like con- 
struction with a hollow central portion divided 
into two parts, a supply-way connected with 
one part and discharge apertures leading from 
the other, a hole through thewall of that part 
connected with the supply and a series o^holes 
through the wall of the other part, a scries of 
cylinders roiattugabout such hoUowpartand 
adapted each successively to connect with said 
hole and said series of holes, and a scries- of 
pistons and piston-rods associated one with 
each cylinder and adapted to be forced out- 
wardly when the energizing fluid is admitted 
to each cylinder, whereby the energizing fluid 
is received at a gi^■en point and is subse- 
qnently exhausted continuonsly through a 
considerable portiim of its revolution. 

0. The combination of- a .wheel -like con- 
struction with u central tubular portion di- 
\ided by a diaphragm into two parts, a snp- 
ply-way leadinginty one partand a discharge- 
aperture leading from the other part, a hole 
through the wall of that part connected with 
supply and a series of holes leading from the 
other pait, a .series of cylinders revolving 
around such tubular portion, g-tid p. -ertures 
and holes being in the path of said cylinders 
so that they arc sneccssively in connection 
therewith, aud m jans for introducing the en- 
ergizing fluid through such supply-passage 
and thence into the cylinders, and a series of 
pistons aud piston-rods associated one with 
each cylinder, 

10. The combiuatio'n of a iiub with a sec- 
tional rim the sections of which arc adapted 
to move relatively and means for eI,tM.ical]y 
connectiug the two together, a series of sub- 
stantially radiall3'-di3po.sed movable rods con- 
nected with said rim, and means for moving 
such rods outwardlv to propel the wheel. 

676,517. ROBERT W. ELSTON, Char- 
leboix, Mich. Self-Propelling Vehicle. 
Filed May i5, 1S'>5. Patented Feb. 2, 
1895. Serial No. S.S0.671. (No model.) 
My invention relates to improvements jn 
self-propelling vehicles, and pertains espe- 
cially to the driving means and to the steer- 
ing mechanism, all of which will be fully de- 
scribed hereinafter and particularly pointed 
out in the claim. 

The primary object of my invention is to 
so construct the mechanism for driving the 
drive-wheels that they are locked to the shaft 
when driven in a straight course and revolve 
at the same speed, but when the direction or 
course is changed to a curve, and a force 
thereby brought to bear UDon one of the 



wheels, tending to force it in the opposite di- 
rection, the mechanism \v111catis6 one wheel 
to rotate slower than the other independent 
of the shaft, thus avoiding the friction and 
slip wliieh is caused where the wheels are 
made rigid to the shaft and cannot have any 
independent rotation. 

- Another object of my invention is to pro- 
vide a simple and eflicient steering mechan- 
ism for the front wheels of the vehicle. 

in a drive mechanism for self-propelling 
vehicles, the combination of the drive-shaft 
axle constructed of a single piece, sleeves 
mounted thereon and independently rotata- 
ble thereof, the said sleeves each provided 
with integrally-formed lateral annular hous- 
ings provided w ith internal gears, one internal 
gear being larger than the other, for the purr 
poses specified, supports rigidly connected 
with the drive-shaft, a drive gear-wheel con- 
nected directly with the drive-shaft and ar- 
rAnged midway the ends thereof, a counter- 
shaft extending in a plane parallel ^rith the 
drive-shaft and supported by the said sup- 
ports and passing through the drive-wheel, 
the said counter-shaft provided with a remov- 
able pinion-wheel at each end, one of the 
pinion -wheels meshing directly with the 
smaller of the internal gears of the annular 
housings, and the other pinion-wheel adapted 
to mesh with the larger of the internal gears 
by means of an idler-wheel attached to the 
inner face of the annular housing carrying 
the larger internal gear, aud the idler-wheel, 
substantiallyasdescribedand for thepurpose 
set forth. 

577,185. HENRY W. CLAPP, Spring- 
held, Mass. Road-Vehicle. Filed Nov. Q, 
1895. Patented Feb. 16, 18'»7. .Serial No. 
.568.396. (No model.) 
This invention relates to uiotor-^propclled 
vehicles, the object being to provide improved 
mechanism intermedialcof Hk' wheels there- 
of and the motor tor transmilting motion from 
tlie Litter to tlio driving-wheels and for start- 
ing, stopping, and otherwise governing the 
movements of the vehicle on a road ; and the 
invention consists in the peculiar construc- 
tion and arrangement of said mechanism, all 
as hereinafter fully described, and more par- 
ticularly pointed out in the claims. 

1. In a-road-vehicle,anon-rotatable forward 
axle, cylindrical axle-bearings pivoted on said 
axle, combined -nith wlieels rotating on said 
bearings, a lever flxed to the inner end of each 
of said bearings extending therefrom toward 
acentralpointbetween said wheels, asegment 
fixed on the free end of eacli of said levers, 
grooved blocks fixed on said axle under said 
segments, and receiving in the grooves thereof 
the edges of said segments, presser-bars mov- 
ing in said blocks against and from said seg- 
ments, and means for moving said presser- 
bars and for imparting a swinging movement 
to said levers, substantially as set forth. 

2. In a road-vehicIe,anon-rota.table forward 
axle, cylindrical axle-bearings pivoted on 
said axle, combined with wheels rotating on 
said healings, a lever fixed to the inner end 
of each of said bearings extending therefrom 
toward each other,- the segments, grooved 
blocks fixed on said axle under said segments 
and receivingin the grooves tliereof the edges 
of said segments, presser-bars in said blocks 
for action against said segments, toggle-levers 
between the outer ends of said blocks, tlie 
hand-lever 10, and connections between said 
hand-lever and toggle -levers for actuating 
the same, whereby said presser- blocks are 
moved, substantially as set' forth. 

3. In a road-vehicle the combination of tlie 
hand-lever 10, an elbow lever 15, toggle-levers 
IG, a connecting-rod uniting said elbow-lever 
and toggle-levers, the presser-bars 53, blocks 
18, aud the segments 80, substantially as set 
forth. 

4. In a road-vehtcle the shafts 3 and 4, com- 
bined with a driving-gear 63, having a clutch- 
cup on one face fixed on shaft 3, by which 
gear the last-named shaft is driven, a clutch- 
cup 78, fi.\ed on shaft 4, sprocket -bearing 
clutch-disks for said cups, a drive-chain en- 
gaging said sprockets, a clutch-bar engaging 
said clutch-disks, and means for moviugsaid 
bar and disks simultaneously to, and away 
from said elnteh-cups, substantially as set 
for|h. 

.5. In a road-vehicle the shafts 3 aud i, com- 
bined with a driving-gear ti3, having a clutch- 
cup on onefacofixedonshaftS, by which gear 
the-last-Uamed shaft is driven, a clutoh-cup 
78, fixed on shaft 4, si?rocket-bearing clutch- 
disks for said cups, a drive-chain engaging 

said sprockets, a cinlch-bar ongagiug said 
clutch-rdisks, the ship[)cr-lever 20, connected 
to said clutch -bar, the vertical post 0, the 
hand-lever 34, thereon, extending toward the 
seat of -the vehicle, a sprocket "wheel on said 
post, guide -wheels 27 aud 28, and a drive- 
chain carried by said sprocket aud guide 
wheels, engaging withsaid 8hipper-:lever, sub- 



stantioUy ns set fortli. 

I'. In a road-Tchicle the shaft 3, geared to 
the crank-shaft, shaft 4, having several gears 
of differiugdianietei-s fixed thereon, combined 
with clutch devices freely Imng on said shaft; 
S, ensfaging said several gears, pivoted ship- 
ping-levei-s engaging said several clutch de- 
vices, a reciprocally-rotating cam engaging 
one end of each of said shipping-levei-s, and 
means for turning said cams snccessively, 
wlicrcby said getxvs of dlfTeringdiamoters arc 
brought alternately intoaction, s\ibstantially 
as described. 

7. In a road-vehicle the shaft 0, geared lo 
the crank-shaft, .shaft i, liaving several gears 
ofdifferingdiametors fixed thereon, combined 
with clnlch devices freely hung on said shaft 
3, engaging said several gears, pivoted ship- 
ping-lovci-s cngagijig said several cluLoh de- 
vices, a cam engaging one end of each of said 
sliipping-levci-Sja shipper-bar 30, havingposls 
thereon CTigaging said cams, -wlio'veby recip- 
rocally-rotating niovonjents are iuiparlo*! 
thereto, tho pivoted shipper-lever 39. engag- 
ing said bar, a drive-chain 20, engaging said 
last-named lever, the vertical post D, having 
asprocket-wheel thereon engagingsaid chain, 
and the hand-lever 24, secured to said post, 
substantially as described. 

8. In a road- vehicle the cams 33, 34, and 35, 
having one or more pins projecting from one 
sida thereof, and a cam-groove 41, on the op- 
posite side, combined -with the shippei'-bav 
30, having the posts 30 and 40. for engage- 
ment with said pins, the clutch -shipping le- 
vers 42, 43, and 44 engaging in said cam- 
grooves, the clntch-disks, 45, 4G, and 47, en- 
gaged by said shipping-] evere, the gear-ear- 
rjing clutch-cups 04, Co, and UG, for engage- 
ment with said disks, the shaft 4, iiaving 
gears of varying diametei-s fixed therton en- 
gaging with said gcav-cavrying clutch-cnps, 
the shippel'-operating lever 2D, the tubular 
shaft 9, an operating-lever on said shaft, and 
connections between said shaft 9, for impart- 
ing vibratory motions to said shipper-operal- 
,ing lever, substantially as set forth. 

577,716. LEWIS BROWN, Sawkill, N. 

Y. Motor-Vehicle. Filed Jan. 16, Ift^jb. 

Patented Feb. 23, 1897. vSerial No. 

575,673. (No model.) 

This ittveution relates to certain improve- 
ments in automatic vehicles such as are pro- 
vided with means for d'^iving them .md has 
for its object toprovide a vehicle of thischar- 
acter, of a simple and inexpensive construc- 
tion, which shall be light and strong and shall 
be adapted foi'use either as an ordinary road- 
. wagon or as a light passenger-vehicle. 

The invention- consists in a vehicle of this 
character comprising a body, wheels mounted 
on axles supporting tho body, one axle being 
rotative and having its wheels provided with 
clutches, whereby they are normally held to 
turn with the axle, means for disengaging tho 
wheels from the axle to permit freedom of 
movementof the wheels in turning, and,amo^ 
tor carried by the body and arranged to drive 
said axle. 

The invention also contemplates certiiin 
novel features of the construction, combina- 
tion, and arrangement of the various part^of 
the improved vehicle, whereby certain im- 
portant advantages are attained and the de- 
vice is made simptter, cheaper, and otherwise 
better adapted a-nd more convenient for use 
than various other similar devices heretofore 
employwl, all as will be hereinafter fully set 
forth. The novel features of the invention 
wjll.be carefully defined in the claims. 

1. In a vehicle, the combination of a bed, 
forward and rear axles mounted to swing in 
horizontal planes trnder the bed, crossed 
reaches connected at opposite ends to the op- 
posite ends of the respective axles, and brack- 
ets secured to the central portions of the re- 
spective reaches, said brackets being pivoted 
together, substantially as set foi-th. 

2. In a vehicle, the combination of a bed, 
forwai'd and rear axles arranged to swing in 
horizontal planes nnder the bed.reaohes con- 
necting the axles, means for swinging one of 
the axles, means for rotating the other axle, 
wheels on the' axles, the wheels which are on 
the axle having means for rotating it, being 
provided with clutches normally arranged to 
hold the wheels to rotate with the axle, and 
arms carried by the reaches and arranged 
when the axle isswungpivotaily, to'placeone 
of said clutches out of operation, substan- 
tially as set forth. 

3. The combination of two axles, two reaches 
respectively pivoted to the axles and extended 
across each other, and two plates connected 
to each other and respectively having sliding 
connection with the reaches, substantially as 
described, 

4. In a vehicle, the combination of two axles, 
wheels for the axles, two reaches each respec- 
tively pivoted to the axles, the reaches being 
qrossed at apoin't betwe_en the axles, v;wo elates 



GEARING. 



connectPid with each other and respectively 
slidably connected on the reaches, an arm 
fixed to each reach adjacent to one end there- 
of, and a clutch connected with each arm, the 
clutches being capable of engaging or disen- 
gaging the respective adjacent wheels with 
t*!" axles, substantially as described. 

519,663. NiCOLAUS LEIDGEN, Mil-. 

waukee. Wis. Variable Speed Frictional 

Gear. Filed July io, 1H')6. Patented 

Mar. 30, 1897. Serial No. 598,71". (No 

model. 

lly invention relates to variable-speed fric- 
tional gears adapted to bo applied to motor- 
cycles, launches, and motoi-soE varioii.s nOicr 
kinds wherein it is desirable to employ vari- 
able -.speed mechanism for rc,irula1iiiii 
speed. 

Tlio object of the invention is to provide 
simple and efticient means forquickly chaug-' 
ing the speed and to provide means in a fric- 
tional gear of the kind referred to wliich M'ill 
relievo the driving-shaft of undue friction in 
its bearing and undue strain thereon. Ithas 
further for its object to provide simple and 
efficient means for reversing ilio motor or 
speed gearing. 

It will be observed that the frictional v.'hcels 
on the drive-shaft increase progressively in 
diameter ^from one end of the shaft toward 
the other, and that the frictional wheels on 
the driven shaft and on tho idler-shaft de- 
crease in diameter progressively from one 
end of each of the shafts toward the other 
and in the direction in which the wlieels on 
the drive-shaft iuci-ease in diameter, so that 
by bringing any one set of the frictional 
wheels on tlie driven shaft and ou the idler- 
shaft in contact with the intermediate fric- 
tional wheel on the drive-shaft tho speed at 
which the driven shaft is rotated may be 

varipd 

1. In a variable-speed gear, the combina- 
tion of a drive-shaft provided with frictional 
wheels, a driven shaft p'-ovided with corre- 
sponding frictional wheels opposite to the 
wheels on the drive-shaft, a third shaft on the 
opposite side of tho drive-shaft and provided- 
with a corresponding number of frictional 
wheels opposite to the wheels on said shaft, 
and means for moving the wheels on the two 
outside shafts into and out of contact with 
the wheels on the drive-shaft, each set inde- 
pendently of the others, substantially as and 
for the purposes described. 

2. In a variable-speed gear, the combina- 
tion of a drive-shaft provided with frictional 
wheels, a driven shaft provided with corre- 
sponding frictional wheels opposite to the 
wheels on the drive-shaft, an idler-shaft on 
the opposite side of the drive-shaft and pro- 
vided with a corresponding number of fric- 
tional wheels opposite to the wheels on said 
shaft, means for moving the wheels ou the 
driven shaft and the idler-shaft tb and from 
the wheels on the drive-shaft, and a power- 
transmitting belt counecting the idler-shaft 
to. the driven shaft, substantially as and for 
the purposes described. 

3. In a variable-speed gear, the combiiia- 
tion of a drive-shaft provided with frictional 
wheels, a driven shaft provided with corre- 
sponding frictional wheels opposite to the 
wheels on the drive-shaft, a third shafton the 
opposite side of the drive-shaft and provided 
witli a corresponding number of frictional 
wheels opposite to the wheels on said shaft, 
bearings for each of said shafts correspond- 
ing in number to tlie number of wheels on 
the shaft, and adjusting means connecting 
the bearings of the outside shafts with the 
corresponding bearings of the driv-e-shaft for 
adjusting to and from tlie wheels on the drive- 
shaft their corresponding wheels on the other 
shafts, each set independently of the others, 
substantially as and for the purposes de- 
scribed 

4. In a variable-speed gear, tho combina- 
tion of adrive-shaft provided with frictional 
wheels, a driven shaft provided with corre- 
sponding frictional wheels opposite to the 
wheels on the drive-shaft, a third shaft on the 
opposite side of tlie drive-shaft and provided 
with a corresponding number of frictional 
wheels opposite to the wheels on said shaft, 
bearings for each of said shafts correspond- 
ing in number to the number of wheels on 
the shaft, screw-shafts having right and left 
threads and connecting the bearings of the 
outside shafts with the corresponding bear- 
ings of the drive-shaft, and meau.s for turn- 
ing said screw-shafts to adjust to and from 
the wheels on the drive-shaft their corre- 
sponding wheels ou the other shafts, each set 
independontlj-of the others, subst.iutially as 
and for tlio x>urposes described. 

0. In a frictional speed-gear, the combina- 
tion of a drivo-.shaft provided with a frictional 
nlieel, a driven shai't in': rided with a corre- 



549 

sponding frictional wlieel. a third .shaft on 
the opposite side of thf dtivo-.'^hafl and pro- 
vided with a corros|)ondiiig frictional whool, 
incnns for moving tho whc;ds mi Iho onlsido 
shafts lo and from cnjitiirl. wilh iho whool on 
tho drivc-sliafl, itiid ;i nn^'i-sing tN-vico cnn- 
sisting of an nsi'illaling arm carrying fiir- 
tionai wheels hi eontnet with tho frietiun- 
whool on llie drivi'-sl\af|. and adapted to bo 
thrown inl(i'''Hi(;u I with the li iri innnl wheels 
on the nulside shaTls when thi' ihivesliari 
wheel is md uf .-ontaet with (he h heeU (in 
said .shafts for l!i.- luirimse nf n versin^^ Uu 
spc<;d-pe;iv. su l.sijiiii lii 1 1 v a^' an.l I'm,- (hi- pui-- 

JIOSCS di'SciiUcil. 

661, BIS ROBERT J. GIBBONS mul 

MARGARET A. WILCOX, Chi^uKo. 

HI Motor- Vehicle. i-il-.H Mar. 14, 

18';'fi. P;iltiilcd M.iv 4, Is'i; Surial No. 

OM3.220. (\u mutlL-l. ,1 

This invention relates to an irnprovoinen!. 
iu motor- vehicles; and iteonsist.-iin improved 
means for starting the operating mechanism 
of thecarriage, for ciianging thespeed of tho 
same, and for applying The brakes, &c. 

The invention also consists iu the details of 
construction, as hereinftfter dcseiibed and 
then definitely claimed at tho end hereof. 

From the above atnl the accompanying 
drawings it will be seeu that wo have pro- 
duced a motor-vehicle which from the eiin 
plicity of the mechanism lor starting, Btop- 
ping, <fee., can bo managed without special 
skill or learning and that our vehicle is ono 
which has great advantages accruing from the 
use of the variable-speed gearing, especially 
in the quick way in which it answers any 
change of the operating-wheel, and it will also 
be found very rapid in reversing, as the en- 
gine it-self continues in its motion as though 
npthinghad happened. Thenby the use of our 
automatic (:^tarter we provide a vehicle which 
is practically a solf-ytarting one, and thereby 
are enabled to place all the operating parts 
in a complete housing, whereby they will he 
UDafEect«d by bad weather, &c.. 

1. In a motor - vehicle, suitable driving 
power, a valve controlling the same, and a 
variable -speed gearing, in combination with 
intermediate mechanisui and means as the 
wheel O for opcratingsaidvalveand varying 
said gearing, both by the movement of said 
means substantially as described. 

2. In a motor- vehicle, suitable drivin.^; 
power, a valve controlling the same, a vari- 
able-speed gearing, and a brake incoujbina- 
tion with intermediate mechanism and means 
as the wheel for moving the valve, varying 
said gearing and operating the brake, all by 
the movement, of said means substantially as 
described. 

3. In a motor- vejiielo, suitable driving 
power, a valve fur eoutrolling the same a 
brake and a steering wheel, in combinati >n 
with a hollow spindle, a second spindle work- 
ing inside of said hollow spindle, means for 
connecting ono of said spindles with said 
brake and valve, a connection between the 
other spindle and said steering-wheel, and 
wheels or handles secured to said spindles 
whereby they may be easily turned, whereby 
the movement of one of said spindles moves 
the valve and operates the brake, and the 
movement of the other spindle operates the 
steering-wheel sub.stantially as described. 

4. In a motor-vehicle, the combination of 
suitable driving power havi ng a fly-wheel con- 
nected therewith, a friction-wheel deriving 
motion from said fly-wheel and transmittiug 
motioij to the driving-wheels of the vehicle, 
a yoke connected with said friction- wheel, 
guide-pulleys, a sprocket-wheel and a chain 
or cord coacting with said sprocket-wheel and 
passingaround said guide-pulleys andhaving 
its ends connected to said yoke, whereby the 
yoke and its frictioil-'wheel travel across the 
face of said ily-wheel as said sprocket-wheel 
is rotated, substantially as described. 

5. In a motor - vehicle, suitable driving 
mechanism, a starter connected with the driv- 
ing-shaft of said driving mechanism and con- 
structed and arranged to rotate said shaft 
when released, in combination with mechan- 
ism substantially as described for automatic- 
ally resetting the driving mechanism of said 
starter in operative condition, as set foifch. 

G. In a motor- vehicle, suitable driving 
mechanism, a starter having a connection 

with the driving-shaft of said driving meoh- 
anism, said starter having springs tend ing to 
operate said starter and normally held nnder 
tension, intermediate connections between 
said springs and said driving-bhaft arranged 
to rotate said shaft when the springs are re- 
leased, in combination with mechanism sub- 
stantially as described constructed and ar- 
ranged to automatically replace said springs 
under tension, as and for the purpose set 
forth. 

7. In a motor -vehicle, suitable driving 
. mechanism, a starl-er having a connection. 



550 



GEARING^ 



with the driving-shaft thereof, aaid starter 
having springs uormally in a compressed 
state, intermediate connections between said 
spring*- and said driviug-yhaffcarranged to ro- 
tate said shaft when tiie springs expand, and 
a hand-lever arranged lo release said springs 
and allow tbera to expand, in combination 
with mechanigm arranp;ed to autoroatically 
reeomproas said springs ready for another op- 
oration, substantially as described. 

8. The combination in a motor-vehicle and 
ivith the driving mechanism thereof, of an 
antomatic starter comprising a ratchet-wheel 
connected with the driving-shc.ft of said driv- 
ing mechanism, a pinion loos'Jy connected 
with said driving-shaft, pawls on tsaid pinioq 
engaging said ratchet-wheel, a rack-bar en- 
gaging said pinion, and bpiings tending to 
hold said pinion in a certain position, means 
for holding said springs compressed, and a 
disengaging device, whereby the springs may 
be allowed to expand, thus moving the rack- 
bar and rotating the pinion, substantially as 
described. 

9. The combination in a motor- vehicle and 
with the driving mechanism and d Kving-shaf t 
thereof, of an automatic stajter comprising a 
ratchet-wheel connected with said driving- 
shaft, a pillion loosely connected with said 
driving-shaft and having pawls thereon en- 
gaging the teeth of said ratchet-wheel, a sec- 
ond pinion loosely connected with said driv- 
ing-shaft and having a clutch arranged tf^ 
cause it to rotate with said shaft, a double 
rack- bar faavingone of its racks engaging the 
firat-mentioneJ pinion, and its other rack-bar 
engaging the second - mentioned pinion, 
springs tending to keep one end of said dou- 
ble rack-bar in mesh with the pinions, a hold- 
ingdevice arranged to normally hold the other 
end of said double rack-bar in mesh with the 
pinions, a tripping device, and means for op- 
eratingthe above-mentioned clutch', substan- 
tially as and for the purpose specified. 

583,018. HURBERT C. BAKER, Hart- 
lord. Conn. Motor-Vehicle. Filed June 
27. 18')6. Patented May 25, 1807. .Seri^. 
No. 5**7. ilJ. tNo model.) 
This invention relates, generically, to vehi- 
eWsof that class known as "motor-vehicles," 
or veliicles in which the propelling power is 
fijrnished by a suitable motor carried by and 
constituting a part of the vehicle, and which 
motor is opeiated by gas, electricity, or any 
other suitable motive agent; and the inven- 
tion relates more specifically to the running- 
gear, including the starting, stopping.driving, 
and reversing and steering instrnmentalities 
of the vehicle. 

One object of my present invention is to 
furnish animprovtid vehicle of the class speci- 
fied embodving a propel! ing-motor and a suit- 
able tractifig - wheel, and also embodying 
means where.by the velocity and the direction 
of rotation ..f the traction-wheel may be ar- 
bitrarily changed without altering the speed 
or direction of rotation of the motor-shaft, 
and whereby tlie rotative movement of the 
traction-wheel may be arbitrarily interrupted 
andthevehiclo stopped without interrupting 
the rotation of the motor-shaft, 

A further object of this invention is to pro- 
vide, in connection with a pair of traction- 
wheels of a motor-vehicle, traction-wheel sup- 
porting and actuating instrumentalities, the 
constructions and organizations of which are 
such that both wheels will have a unitaiy ro- 
tative movement of corresponding peripheral 
velocities when the line of traction is straight 
or when the vehicle is moving in a straight 
path, and will have independent movements 
of relatively different peripheral velocities, 
according to the extent of deflection or curva- 
ture of the line of traction when the vehicle 
is making a turn or is moving in a curved 
path, to thereby obviate, in a great measure, 
torsional stress and injurious slij^page, 

A further object of the invention is to pro- 
vide, in connection with a driving mechan- 
ism of n motor'-vehicle, a shiftablo speed -con- 
troller, and to provide, in connection with the 
speed-controller, a controller-actuator oper- 
able for shifting the speed-controller to dif- 
ferent positions for increasing or decreasing 
the speed and nnllifyingthe effective opera- 
tion bf the driving mechanism, and embody- 
ing means for normally locking the actuator 
in a position to nullify the effective operation 
of the drivijig mechanism and having means 
in conueotion therewith for automatically re- 
turning the actuator to this nullifying posi- 
tion if released by the hand of the operator. 
A further object of this invention is to pro- 
vide in a vehicle of the class specified im- 
proved steering instrumentalities, the con- 
struction andorganiwition of which are such 
that the steering-wheels may be simultane- 
ously sec at different angles corresponding to 
the difference in the length of the radius of 
the arc described hy said wheels in turning 
corners or in deflecting from a line parallel 
-to the longitudinal axis of the vehicle. 



A further object of the invention is lo so 
-construct and organi7e the steering instru- 
nientnlities of the vehicle that the ateeiing- 
axle, while hfld aganir-.i movement horizon- 
tally, may have an o^iciUatory movement at 
its oppositn ends in .! vertical direction, and 
wliproby the st^'otijii^-wheels, while support^^c. 
to ha\e niovenu-nf in a vertical direction with 
the a vie, arc also supported to swing on a ver- 
tical axis int'Tsccting the plane of said axlo, 
thereby affording mean., for enabilag the ve- 
hicl^'fco tnHkephort turns withoutahorizontai 
swinging movement of the steering axle. 
" In the prefci-red embodiment of the inven- 
tion herein shoivn and described the motor- 
vehicle as a wliolo comprises an oblong frame, 
Which may be of any suitable general con- 
struction adaptable for carrying the fixed and 
movable pans of the vehicle, two traction- 
wheels mounted uporTa divided or two-part 
shaft or driving-axle, which is journaled in 
suitable bearings connected with and is dis- 
posed transversely of one end of the vehicle 
frame, two steering-wheels sbiftably sup- 
ported on a steering axle or carrier, which is 
pivotally connected, for oscillation in a ver- 
tical direction, upon the opposite end of the 
vehicle-frame, a suitable motor supported on 
the vehicle-frame and having a motor-shaft, 
an equational train of gears, or equational 
box, opcrati vely connecting the adjacent ends 
of the two parts or members of the traction- 
wheel shaft, driving ;iijd controlling mechan- 
ism operatively connecting the motor-shaft 
and the equational train of the traction-wheel 
shaft and embodying a reversing driving de- 
vice, and also embodying a shiftablo speed 
modifier or coutroUpr in operative relation 
with the revei-singdrivingdevice and adapted 
for controlling the direction of rotation of 
and foi; effectinr]' an increase or deci-ease in 
the speed of the traction-wheel shaft, and 
also operative for nullifying the effective op- 
'ciation of the driving device, moans for actu- 
ating the speed-modifier to change the speed 
of the traiction-wheel shaft with relation to 
/he motor-shaft and for arbitrarily nullifying 
the effective action of the driving device 
without affecting the rotation of the motor- 
shaft, and also operable for locking the trac- 
tion-wheel shaft against rotative movement, 
and means, preferably controlled by said 
speed-modifier-actuating means, for chang- 
ing the angular relation of the steering- 
wheels relatively to the longitudinal a.\is of 
the vehicle-frame. 

i. The combination with a frame having 
guideways on the sides thereof, of an axle 
supported on said frame for vertical oscilla- 
tory motion; slides carried by the axle and 
engaging said guideways; a stop for limiting 
the vertical movement of the axle and wheels 
supported for horizontal movement on said 
axle. 

2. The combination with a frame having 
guideways, of an axle supported on said frame 
for vertical oscillatory movement; curved 
slides carried by the axle and engaging said 
guideways; a stop for limiting* the vertical 
movementof the axle; and wheels supported 
for horizontal movement on said axle. 

3. The combination with a frame having 
guideways, of an axle supported on said frame 
for vertical oscillatory motion; slides having 
abutments for limiting the vertical motion of 
the axle and carried by said axle ; a stop ; and 
wheels supported for horizontal movement on 
the axle. 

4. The combination with a vehicle-frame 
and with an axle having a horizontal pivotal 
connection with said frame, of wheel-support- 
ing spindles pivotally supported for horizon- 
tnl movomept at opposite ends of said axle 
and having lateralli'-disposed arms; wheels 
rotatably mounted on said spindles; awheel- 
shifting slide in operative connection with 
the arms of the spindles and supported for 
movement in the arc of a circle; and means 
for actuating said slide to simultaneously 
change the angular positions of the wheels 
relatively to tlie axle and relative!}- to each 
other. 

5. Tlie combination with a vehicle-frame 
and with a veiiicle-axle, of two wheels hav- 
ing two relatively transverse intersecting 
axes of movement; a fixed segmental guide; 
a shiftable slide supported on said guide and 
embodying means for controlling the horizon- 
tal movementr, of the wheels; and an oscilla- 
tory slide-actuator having a shiftable connec- 
tion with said slide. 

G. The combin.-.tion with the axte and with 
the pivoted steeiing-wheels thereoq, of a le- 
ver; a inovable frame in whicli .said lever is 
pivoted; an arm projecting from the lower 
side of said frame an d provided with a ball at 
its outer end; a steering- wheel-actuating slide 
provided with a slideway; and a block sup- 
ported for vertical movement in said slide- 
way and having a seat for the reception of the 
ball on the end of said lever. 

7. In a motor-vehicle, the combination with 
the shiftable speed-modifier, of a hand-levei 



in .opQiative c<inneciion with said niodifier. 
moanb for locking the haud-lcvci in '.lilTcniut 
positions; atid a reti-acling device in opt»ra 
tive connection with, and automatically op 
erable on tlic release of the hand le-'-r j foi 
shifting, said hand-lever to a predetoj mined 
vchicle-stoppiug position. 

8. In a vehicle of < he class specified, (,'vo in- 
dependent axiaUy-a]iucdi*otatablc a\le mem- 
bers; in combination with a differontifd driv- 
ing-connector between adjacent ends of ;;jiid 
shaft meinbcrs and comprising two oppo 
sitely-disposed bevel-genrs fixed one to p;ich 
shaft member; a planot-gear meshing with 
said bevel-gears; a gear-case carrying the 
planet-gear and journaled for rotation npcn 
the shaft members; adriven gear fixed to said 
gear-case in concentric relation with the shaft 
members; and an aotuating-shaffe journaled 
on the vehicle-frame and having a driving- 
gear in mesh with the driven gear and effect- 
ive for rotating said driven gear, arbitrarily, 
in opposite directions and atdiffercnt veloci- 
ties. 

0. The combination with a driving raid 
driven shaft supported in axial alinemeni., of 
two bevel-gears fixed to the adjacent ends of 
the two shafts, respectively; a planet-goar 
meshing with the two bevel-gears; a conical 
drum loosely mounted on and in concentric 
relation with the two shafts and carrying the 
planet-gear; aconical drum fixed to the driv- 
ing-shaft; two wheels in bearing engagement 
with the two conical drums and one of which 
wheels is rotated by the otherand is operable 
for retarding the rotative movemeoc of the 
planet-wheel-ca'-rying drum; and means tor 
shifting the rollslonjjitudinally of saiddrumSf 
to increase or decrease the speed of the d riven 
shaft relatively to the driving-shaft. 

10. The combination with a driving and a 
driven shaft supported in axial alinement, of 
two conical friction-drums of relaLively dif- 
ferent diameters, one of which is fixed to the 
driving-shaft and the other of which is jour- 
naled for rotative movement on the driving 
and driven shafts with its diametrically re- 
duced end adjacent to the diametrically-re- 
duced end of the other drum; a differential 
train of gears connecting the adjacent ends 
of the driving and driven shafts aud embody- 
ing driven gears controlled in their move- 
ments by the rotative movement of the last- 
mentioned drum; two friction -rolls of rela- 
tively different diameters in peripheral en- 
gagement, respectively, with, the two conical 

drums and one of which rolls is driven by the 
other through the medium of the fixed drum; 
and hand-operated meansforshifting the fric- 
tion-rolls longitudinally of said drunw, to in- 
crease or decrease the rotative movement'of 
the geai--controlling drum with relation to the 
fixed di'um and arbitrarily stop or reverse the 
directiop of rotation of the driven shaft. 

11. The combination with an asle and with 
steering-wheels thereon, of a lever; a mov- 
able frame in which said lever is mounted; 
an arm projecting from said frame; a steer- 
ing-whe^l-actuating slide having a slideway; 
and a block supported for movement in said 
slideway, said block being actuated by said 
lever. 

583,600. HIERONYMUS MUELLER, 

Decatur. 111. Motor-Cycle. Filed July 

22, 1896. Patented June 1, 1897. Serial 

No. 600,162. (No model.) 

Ity running the pulley' between tlie two 
disks all tendency to.sidemotion in Uicdrivc- 
stiaft is avoided and the roquiied degree of 
pressure between the i)ullcy and the drive- 
disk inaj' bo nicely adjusted and uniformJj' 
maintained by trie-adjustable rollers- As (lie 
rollers are to relieve the disks of strain on 
their central bearings, they should be placed 
as nearly as may l>e in line with the urivo- 
shaft, although iu tJiis particular instance 
tho rear rollers are slightlj' out. of lino. 

A prominent effect of the invention is to- 
provide direct-acting, simple, and effective 
driving-gear that is coinparativel}' noiseless, 
that may be easily controlltd, and that will 
permit a large degree of variation of speed 
with infinitely fine gradations botween the 
extiNsme limits. 

in di'iving-gear for motor-cycles,, the com- 
bination of a rotatable drive-disk,' an idler- 
disk in axial alinonicnt with tho drive-disk, 
a pulley between the disks and shiftable di- 
ametrically with relation thereto, n sliaft for 
the pulley connected by suitable gearing with 
the drive-wheels of the vehicle, and adjust 
able rollei-s bearing against the outer edges 
of tho x>erimeters of the disks. 

583,749. MAX E. HERTEL. Chicago, 

III. Motocycle. Filed Feb. 24, 1806. 

Patented June 1, 1807. vSerial No. 580,315. 

(No model.) 

Ovping to variations iu the character of Jnv 
road traveled the load upon the driving- 
wheels (or, in other words, the resistance of-_ 



fered to their progress) is constantly varying. 
Tn Older to prevtnt these vatiHtions from pro- 
ducing raftterial variations in the speed of the 
vehicle, I so associate a. speed-governor vrith 
the moving parts of the machine and with the 
valve for con trolling the sapply of fuel to the 
motor that v.hen the speed decreases the gov- 
ei'uor will condition the valve to admit an in- 
creased supply of fuel, pnd iherebv canselhe 
motor to generate an increased powB' for 
overcoming the increased resistance, and vice 
versa, Jind this constitutes one feature of the 
present invention. This regulation of the 
speed of a vehicle by means of a governor is 
possible orjy to the point where the motor 
-eaches its maximum capacity, and after tliis 
point is reached an increase in the resistance 
will result either iu a decrease la the speed 
of the vehicle or ebe in stoppingit altogether, 
according to the amount of the increased re- 
sistance. 

When the motor has reached its maximum 
capacity and is still unable to overcome the 
resistance, it becomes necessary to lower the 
"speed** of the gearing bet\\«en it and the 
driving-wheels, and hence I use variable gear- 
ing for this purpose, and the construction of 
thisgearing constitutes another feature of the 
invention. By lowering tho speed of the gear- 
ing some speed in the vehicle is sacrificed, 
but Ibis sacrifice enables the motor to con- 
tinue until the ik)int is reached where the 
motor has again reached its maximum capac- 
ity and the gearing has been adjusted to the 
lowest speed provided for. 

Tn order to prevent sudden variations iu 
the speed of the vehicle fT?>m prodncing cor- 
respooding variations in the speed of thfe mo- 
tor and thereby subjecting the machine to se- 
vere shocks and strains, the motoris connected 
With the driving-whoels^y means of gearing 
comprising two coopeiating members having 
friclional engagement with each other, and 
the construction of this gearing constituted 
another feature of the icvention. These co- 
operating friction members permit of a lost 
motion between the motor and driving-wheels 
whenever the relations of the load and power 
are suddenly varied, either by a viriation in 
the load due to a variation in the resistance 
or by a variation in the power d ue to a cliange 
iu the speed of the meter. 

As a further means for preventing sudden 
variatiops in tbe speed of the vehicle from 
producing corresponding variations in the 
speed of the motor I arrange a fly-wheel on 
a shaft vfhich derives its motion from the 
motor throagh the medium of speed-raalti 
plying gearing, and this constitutes another 
feature of the invention. It enables the fly- 
wheel to be ran at. a high speed while the mo- 
tor is running at a comparatively low speed. 
When the machine is in operation, a certain 
amon ntof energy isstoredopin this fly- wheel, 
and wheii the resistance to the progress of 
the vehicle varies this energy is instantly ex- 
pended in opposition to variation. Very fre- 
quently these variationsareof very short du- 
ration, as, for example, when they are caused 
by the wheels coming in contact with stones 
or running into litCle hollows, and in these 
CAsestihe energy stored in the fly-wheel and 
in ihe'nvoving vehicle and load will be suflB- 
oiept to in a great measure prevent them from 
affcH'ifig the speed of the vehicle and thereby 
afEeetjJi"; the governor and consequently the 
speed oi*^ the motor. This insores a steady 
and nniform as distingaished from an nn- 
atc-ady and jerty progressive movement of 
the vehicle. 

Another feature of the invention consists 
in transmitting motion from the crank-shaft 
of the motor to a counter-shaft through the 
medium of a speed-multiplying gearing and 
transmitting th^ifiotion of this connter-shaft 
directly to the4riving-wheelsinstead of trans- 
mitting motion from the motor dirfictly to the 
afcaft of the driving-wheel. 

Another feature of the invention consiate 
iu incorporating in the glaring for transmit- 
ting motion from the mot*jr to the driving- 
wheel two codperatin? m&mbers which are 
separable and connecting one of these mem- 
bers with the brake, so that this member and 
the.brakeniove together. 

Another feature of the. invention consists 
in combining \vitli this movable member ol 
the gearing and the brake- a single lever by 
which both are operated. 

Another featum of the invention consists 
in connoctingone of these two separable mem- 
bers of the gearing and the device for start- 
ing the motor with a single operating-lever, 
the parts being so arranged that when the 
lever is moy»d in the direction necessary for 
starting the motor it moves the separable 
member of the gearing aforesaid awa}- from 
its cooperating member. 

Another feature of the invention cousist-s 
in proHding hand mechanism by which the 
motor may. be started .(or, in other words, by 
which Its initial movement m«,y be produced) 
by the operator from his position on the seat 
.of th6 vehicle 



GEARING. 

Another feature of the invention consist* 
in providing a single lever for operating the 
mechanism for starting the motor, the brake 
and one of the separable members of the gear 
ing. 

Another feature of the invention consists 
in providing the valve-gearing with a part 
that is. common to aad connected with both 
the governor and the hand mechanism for op' 
crating the valve, so that said part may be 
movedandthevalve thereby influenced either 
by the governor or by the hand mrchanism. 

Another feature of the invdntioM consists 
in pixjviding the separately-swivelcd steering- 
wheels with exfension-ftrros and so connect- 
ing them hy means of a rigid rod that the 
wheels are hold in proper positions with rela- 
tion to each other. 

Another feature of the invention consists 
in incorporating a spring in a connection be 
tween arms projecting from the forks of the 
front wheels and connecting the opposite ends 
of this spring with the frame, whereby the 
front wheels are held in the plat-es parallel 
with the rear wheels. 

Another feature of tho invention consists 
in joiirnaling each of the front wheels of a 
motocycle or the front wheel of a bicycle or 
other vehicle upon an axle which is supported 
by and rigidly connects a pair of links located 
upon opposite sides of the wheel, which links 
in torn are pi voted to the prongs of the fork 
and extend backward from their pivotfil 
points, the links being held in normal posi- 
tions by springs of the pa/ticulftr shape here- 
inafter described. 

1. In a mot-ocycle, the combination with a 
vehicle, and a motor carried thereby, of gear- 
ing for transmitting motion from the motor 
to the driving-wheel, said gearing including 
a 'two-part shaft, two cog-wheels, one carried 
by each part of said shaft, a wrist-pin carried 
by and connecting the cog-wheels eccentric- 
ally, a counter-shaft and pinions carried bj 
the counter-shaft and gearing %vith the cog- 
wheels, substantially as set forth. 

2. In a motocycle, the combination with a 
vehicle and a motor carried thereby, of gear- 
ing for transmitting motion from-lihe motor 
to the driving-wheel, s«.id gearing including 
separable cooperating members, and a shaft 
carrying one of said members and having a 
universal joint, a movable box in which said 
shaft is journaled, and means for moving the 

i)ox and Ihcrobj' separating or bringing to- 
ircthcr the separable, cooperating members 
»if the goiiring, substantially as set forth. 

'■i. In a motocycle, the combination with a 
vehicle and a motor carried thereby, of gear- 
ing foi~ transmitting motion from the motor 
to the driving-wheel, said gearing including 
two cooperating members having frictional 
engagement with each other, one of said 
members consisting of a wheel constructed 
of two disks one of which has a hub upon 
which the other fits .md is movable endwise, 
and a spring for forcing them toward each 
other, substantially as set forth. 

4. In a motocycle, the combination with a 
vehicle and a raooor carried thereby- of gear- 
ing for transmitting motion from the motor 
to the driving-wheel, said gearing including 
B shaft having its axis disposed eccentrically 
with relation to the driving-wheel, a friction 
wheel slidably moui)t6d thereon, means hold 
ing the wheel against rotary motion relatively 
to the shaft, and a circular member carried 
by the driving-wheei with which the fiiction- 
whcel has frictional eugagement, whereby 
the fi'iction-wheel may slide upon its shaft to 
accommodate itaelf to variations in the posi- 
tion, of the circular member, substantially as 
set forth. , 

5. Iii a motocycle, the combination with a 
vehicle, a inotor carried thereby, and gearing 
for transmitting motion from the motor to 
the driving-wheel, said gearing including a 
meinbcr carried by the driving-wheel and a 
member adapted to cooperate therewith, the 
latter member being movable into and out of 
engagement with the former, of a brake-shoe, 
mcansconnecting it ^ith the movable mem- 
ber aforesaid, and means for operating them 
substantially as set forth. 

G. In a motocycle, the combination with a 
vehicle, a motor carried thereby, gearing for 
transmitting motion from the motor to the 
Iriving- wheel, said gearing including a cir- 
onlar member carried by the driving-wheel 
and a friction- wheel adapted to cooperate 
therewith, of a brake-shoe, means connecting 
it with the friction - wheel, and means for 
moving tho brake-shoe and friction- wheel 
substantially as set forth. 

7. In a motocycle, the combination with i 
vehicle, and a motor earned thereby, of gear- 
iug for transmitting motion from the motor 
to the driving-wheels, said gearing including 
u, f rletion-ring carried by each of the driving- 
wheels, a movable friction-wheel arranged in 
operative relation to each of said rings, a sin- 
gle hand-leVer, and means connectingitwith 
Soth of the friction- wheels, whereby they may 



as/ 



bo moved into and out of engag^tmeut with 
the friction-riogs, substantially as set forth. 

8. In a motocycle, the combination with a 
vehicle, and a motor carried thereby, of gear- 
ing for transmitting motion from the motor 
to the driving-wheels, said geating including 
a friction-ring carried by each of the driving- 
wheels, and a movable friction -wheel ar- 
ranged in operative relation (o each of the 
friction-rings, a brake-shoo arranged in op- 
erative relation to onqh of the driving-wheels, 
a, single hand-lever, and means connectinglt 
with both of the t'riction-wbeels and both of 
the brake-shoes, substantially as set forth. 

9. In a motocycle, the combination with a 
vehicle, a motor carried thereby, and gearing 
for transmitting motion from the motor to 
the driving-wheel, of a governor, and hand' 
mechanism for operating the valve of the mo- 
tor, the valve-gearing having a part common 
to and connected with both the governor and 
the hand mechanism aforesaid, substantially 
as set forth, 

10. In a motocycle, the combination with a 
vehicle, a motor carried thereby, and gearing 
for transmitting motion from the motor to 
the driving-wheel, of mechanism for throw- 
ing the motor into and out of gear with the 
driving-wheel, mechanism for starting the 
motor, and a single hand-lever common to 
both of said mechanisms, substantially as set 
forth. 

11. In a motocycle, the combination with a 
vehicle, a motor carried thereby and gearing 
for transmitting motion from the motor to 
the driving-wheel, of mechanism for throw- 
ing tho motor in and ont of gear with the 
driving-wheel, mechanism for starting the 
motor, brake mechanism, and a single hand- 
lever common to all of these mechanisms, 
substantially ag set forth. 

12. In a motocycle the combination with a 
vehicle, a motor carried thereby, and gearing 
for transmitting motion from the motor to 
the driving-wheel, of mechanism for throw- 
ing the motor "into add out of gear with the 
driving-wheel, mechanism for starting the 
motor, a single hand-lever common to both 
these mechanisms, a valve for controlling the 
supply of fuel to the motor, and hand mech- 
anism associated with the hand-lever afore- 
said for operating the valve, substantially as 
set forth. 

13. In a motocycle, the combination with a 
vehicle, a motor carried thereby, and gearing 
for transmitting motion from the motor to 
the driving-wheel, of a hoUow hand-lever for 
operating said gearing, .valve-'gearing,'and 
hand mechanism carried by the liand-Iever 
aforesaid for operating the val ve-gearing,3ub- 
stantially as set forth. 

14. In a motocycle, the combination with a 
vehicle, a motor carried thereby and gearing 
for transmitting motion from the motor to the 
driving-wheel, of a hand-lever, a dog carried 
thereby-and adapted to be engag^ with a 
part of the gearing for starting the motor, and 
a second dog carried thereby and ad.aptedto 
be engaged with the gearing for throwing the 
motor into and out of gear with the driving- 
wheel, substantially as set forth. 

15. In a motocycle, the combination with a 
vehicle, a motor carried thereby, and geari-ns 
for transmitting motion from the motor to thw 
driving-wheel, of a hollow hand-lover, a rod 
arranged within the hollow haiid-levor and 
cbnnected with the valve-gear, and a sleeve 
connected to tho rod and mounted upon the 
hand-lever so that by moving the sleeve the 
rod is moved and tho vahe thereby operated, 
sul)stantially as set forth. . . 

in. In a motocycle. the combination with a 
vehicle, a motor carried thereby, and gearing 
for transmitting motion from the motor to the 
driving-wheel, of a hollow hand-lever, a rod 
arranged within tho hand-lever and movable 
end'n'ise,a cap, means connecting the rod arid 
cap so that the cap i? capable of rotary but 
incapable of endwise movement relatively to 
the rod, said cap and hand-lover having screw 
engagement with each other, substantially as 
set forth. 

17. In a motocycle, the combination with a 
vehicle, a motor carried thereby, and gearing 
for transmitting mcftion from the motor to the 
driving-wheel, of a hollow hand-lever, a rod 
arranged within the hollow hand-lever and 
having connection with the valve-gear, a cap 
connected with the rod so that when the cap 
is moved the rod is moved and the vijlve op- 
erated, and an indicator carried by the cap 
for indicating the position of the valve, sub- 
stantially as sot forth. 

18. In a motocycle, the combination with a 
vehicle having two steering-wheels, a motor 
carried by the vehicle, and gearing for h'ans- 
mitting motion from the motor to thedriving- 
wheel, of arms projecting from the forks of 
the steering-wheels, a rigid connection be- 
tween said arms, a second connection between 
said arms inclvidiug a spring, and means uon- 
necting the ends of the spring with opposite 

-sides of thp' frame, substantially s^ set forthi. - 



552 



eSARING. 



T 



1(1. The combination with a wheel, of a 
fork, a pair of links each pivoted at its for- 
ward end to one of tJie prongs of the fork, an 
axle exlondini; throngh the hub of thewhcol 
and rigidly connected to both of the li' ' ''at 
tlieir rear ends, and a pair of springs eacli of 
which is connceted at one end to one of the 
iirong=i of tlio fork, whence it proceeds for- 
ward, downward and rearward and has its 
other end connected to one of the liaks, snb- 
stanliiilly as set forth. 

584,127. EDMOND DRAULLETTE, 
and ERNEST CATOIS, Paris, France. 
Motor-Vehicle. Filed Oct. 5, 1896. Pat- 
ented Junes, IS'H. .Serial No. 607,883. 
(No model.) Patented in France Aug. 
21. 1895, No. 250.059. 
This invention relates more particularly to 
vehicles of the class known as "motor -ve- 
hicles" propelled by motors carried thereby, 
and more pOTticularly to the subclass of such 
vehicles as are twp-wheeled. 

The vehicle "of this invention consisti* of 
two wheels revolubly mounted upon suitable 
axle-skeins, which skeins are connected to- 
gether, so that their axes are in the same 
plane, a motor carried by such frame, a fly- 
wheel actuated by the motor and revolving in 
ahorizontalplanelocated below theaxesof the 
wheels and mechanism connecting the motor 
with the wheels for actuating the same, and 
a suitable device for carrying freight or pas- 
sengers by the frame, although it is not to be 
understood that the invention is limitedto a 
vehicle necessarily comprising at once all_oC 
the devices or mechanisms before mentioned, 
.for the invention consists in certain various 
combination or arrangements of devices and 
parts, and the constraction of certain devices 
and parts, all substantially as is hereinafter 
fullv descrihp'i, set forth, and claimed. 

Supported by the frame M is the motor 
which drives the vehicle, which may be of any 
desired form of construction, and the power 
may be derived from oil, gas, electricity', 
jteam, or any other suitable substance. In 
operative connection with said motor in each 
case, by means of a suitable shaft, preferably 
hollow and mounted in suitable bearings or 
on a central rigid shaft, is a suitable sprocket 
wheel Qt connected, by means of a suitable 
sprocket-chain, with a larger sprocket-wheel 
g\ secured to the wheel of the vehicle on that 
side. 

Mounted upon ashortstndorshaft A, which 
stud or shaft is preferably supported upon the 
lower portion of the frame M, in the center 
thereof, is a heavy statical fly-wheel S, ro- 
tating freely upon said shafb A in a horizon- 
tal plane, and secured to said- 0y- wheel, so 
as to rotate the same, is a suitable beveled 
gear-wheel R, meshing with a suitable bev- 
eled gear-wheel Q, rigidly seciired.,upon the 
shaft B, which is actuated from the cylinder 
of the motor by a suitable crank P. Also rig- 
idly secured upon the end of the shaft B, so 
as to be rotated thereby, but so as to slide in 
and out thereon, is a brush disk or wheel C, 
which is kept forced firmly against the pe- 
ripheries of suitable brush-wheels D and D' 
by means of a suitable spring c, interposed 
between the disk and the wheel Q. The 
brush -Avheels- T) and J>' are each mounted 

1. In a vehicle, the, combination with two 
road-wheels having their axes in the same 
line, of a statical balancing- wheel rotating 
in a horizontal plane parallel with the axes 
of the wheels, and immediately below the 
axial lineof such road-wheels, substantially 
as sho^n and described 

2. In a vehicle, the combination with a 
U-shaped axle-frame, of two road-whoels rov- 
olnbly mounted upon the ends of the frame, 
and a statical wheel S rotating in a liorizon- 
tal piano located below the axes of the wheels, 
substantially as shown and described. 

3. In a vehicle, the combination with two 
road- wheels, of a supporting -axle for the 
wheels, a motor, and a statical balancing- 
wheel.S moved by the motor a^d rotating in 
ft horizontal plane, the motor and the bal- 
ancing-wheel being located below the plane 
of the axes of the wiieels, substantially as 
shown and described. 

4. In a vehicle, the combiurvtion with two 
road-wheels of a broSh disk or wheel C, brush 
wheels D and D' in operative connfection witjx 
the brush-wheel C, gearing connecting tfie 
wheel D with one of the road-wheels, and the 
wheel D' with the other road -wheel, and 
means for moving the wheels D and D In- 
geiher in either direction and toward and 
from one another, substantially as shown arid 
described and for the onrnoses set forth. 

586,084. JAMES F. DURYEA, Spring 

field, Mass., assignor to the Duryea Mofo 
Wagon Company, same place. Motor*- 
Carriage. Filed May 11, 1896. Patented 
July. 6, 1897. Serial No. 591,068. (No 
model, j 



This invention relates to driving niechan- 
jsm for automobile vehicles, and has for its 
object the improvement in moans for con- 
trolling and varying the speed of vehicles of 
this class in whicli bolting is u.scd for the 
transmission of power from the motor to the 
driving-shaft thereof; and the invention con- 
sists, essentially, in tlic construction and ar- 
langement for .shifting said driving-belts, all 
as hereinafter fully described and claimed 

1. In an automobile carriage or other con- 
veyance.a driving cone-pulley, a driven coun- 
ter-shaft having aplarality of tightand loose 
pulleys thereon, a plurality of straight belts, 
and one crcssed belt engaging said driving 
and said driven pulleys, and means for mov- 
ing said bolts sinj:i,!y and conseciitivel}' from' 
said loo.sc to Hdid. tight pulleys, and auto- 
in;'tic moans for singly aiid consecutively 
moving each of said belts back ont o its loo.sc 
pulley, and suitable connoetions between a 
motoi- and said di-iviuL; cone-puiloy, and be- 
tween said counter-shaft and Uie drivinji'axle 
or .shaft of the eon\\)yancOj substMullally as 
.sot forth. . ' 

a. In an autoniobilo carriage or other con- 
vcyaneo, adrivingcone-puUey.adrivoncoun- 
tcr-sliaff.liavjng a plurality of tight and loose 
pulleys tlierctm, a plurality of straiglit bolls 
and one crossed belt cngagiiig said driving 
aiid said driven pulleys, and means fdr mov- 
ing said belts singly and consecutively from 
said loo.so to said tight pulleys, and auto- 
matic moans for singly and coji.scculively 
moving each of said belts back onto its loose 
p\dlcy, and an ad j ustnblc idlor-pu Hey for each 
of said straight belts, and suitable conJiec- 
tions between a motor and said driving eoue- 
puUcy and between said counter-shaft and 
tlio driving axle or sliaft of the conveyance, 
substantially ad set forth. 

3. In an automobile, carriage or other con- 
veyance, a driving con«-pulley, ad riven coun- 
ter-shaft ha'vingaplurality of tiglitand loose 
pulleys thcreon^ a plurality of straight beltfi 
and one ero.«scd belt engaging said driving 
and said driven pulleys, .and a plurality of 
shipping-levcis pivotally supported between 
said driving-cone andsaidcounter shaft pul- 
leys, and means for imparting to each of said 
shipping -lever.s, consecutively, a. swinging 
movement in one direction against the action 
of a retracting-spring, and suitable connec- 
tions between a motor and said driving-cone,, 
and between said counter-shaft and the driv- 
ingaxleorshaftof said conveyance, sub.stan-' 
tiallj as set forth. 

4. In an automobllo cai-riago or other con- 
veyance, adrivingcohO-puUey, a driven coun- 
ter-shaft having a pluj'alityof tiglitand loose 
pulleys thereon, a plurality of straight belts 
and one crossed belt engaging said driving 
and said driven pulleys, and a plurality of 
shipping-levers pivotally s«5>ported between 
daid driving-cone and said counter-shaft pui- 
loys, .and means for i mparting to each of said 
.sli'ipping- levers, consecutively, a swinging 
movement in ono dti-ection again.st the actioji 
of a retracting-spi-ihg, said means consisting 
of a member moving inproximity to thosaid 
shijjping-icvoi's and suUstantially at right an- 
gles thereto, and engaging consecutively with 
each of them, and means for imparting move- 
ment to said moving member, and connec- 
tions bctweoi\ a motor and said driving-cone, 
and between said counter-shaft and the driv- 
ing a-xjo or shaft of a carriage or other con- 
veyance, substantially as set forth. 

5. In an aiitomobile carriage or other con- 
v63'a'nco, a^drinng cone-pulley and a driven 
conutor-shaiEt having a tight pulley on said 
countci'-shafU and a loose pulley on each side 
of said tight puU<;y. suitable bcUs engaging 
said driving and driven puUoy.s, two ship- 
ping- lovei:;? pi votatIy>-jui>portcd for miivometit 
in a vortical plauoj-avid in on^agcnicnt with, 

.said bolls, auu .fi, meinbcr moving in a lino 
.subwlanLinlly ;a riijht angles t(jsait4 shipping- 
levers, and engaging them at a point vorti- 
cully between the pivotal poinlji Itiereof for 
niovjng said belts singly from .said loose pnl- 
]6ys to said tightpulloy,audBuitAblcco)uM'c- 
t.ion3 between a motor and said driving-pul- 
leVTind between said counter-shaft and the 
di■i^'ing-axlo of said carriage or other conveyr 
anoe, snbsUintially as described. 

Ci. In an automobiio carriage or other con- 
vej'anco, adriving cons-pulley, a driven con n- 
ter-.shaft having a plurality of tight and loose 
pulleys thereon, a plurality of straight belts 
and one crossed belt engaging said driving 
ai[d said driven puUc^'S, and a plurality of 
shipping-levers pivotally sup^iorted between 
said driving-cone and said counter-shaft pul- 
leys, and means- for imparting t-o each of sjiid 
shipping-levei-s, consecutively, a swinging 
movement in ono direction against the ac- 
tion of a retracting-spring, said means con- 
sisting of a suitably-supported wiro rope one 
poi'tion of which lies in proximity to said ship- 
ping-levers, and having movements in a line 
sabstantially at right angles thereto, said por- 
tion having means thereon for engagement 



with sai^ levei-s, and nn opcrafing^ieNcr, as 
50, with which said wire nope is connected, 
and bi' which said movements are imparted 
thereto, combined with snitable connections 
between said conc-i>ulIcy and a nntor and 
between said counter-.shaft and the driving 
axle or .shaft of the carriage or other convey-, 
ance, substantially as described. 

7: In an automobile carriage or other con- 
veyance, a drivingcone-pnllcy, a driven coun 
ter-shaft having a plurality of tight andloose 
pulleys thereon, a i>luvalit.y of straight belts 
and one crossed bolt engaging said driving 
and said driveii puUcys, and a plurality of 
shipping-levers pivotally supported between 
said drlving-cono and said cbunter-shaft pul 
leys, alternately above and below the line of' 
movement of a member moving in a lino sub- 
stantially at right anj^les to said shipping- 
levers, an operatiug-'lover, as 50, for impart- 
ing said movement to .^aid member, and suit- 
able connections between a motor and said- 
driving cone-pulley and between said coun- 
ter-shaft and the axle or .shaft of a carriage 
or other conveyance, 'substantially as de- 
scribed. 

8. In an automobile carriage or other con- 
veyance, a motor, a driving-shaft and a coun- 
ter-shaft, belts engaging pullejis on .said 
shafts, and means for moving said bolts in a 
lino with the axes of said shafts, consisting 
of the shipping-levers 30, 3i, 32, and 33, the 
wire rope 4^, the operating--lever 60, and the , 
buttons 54 and 55, on said wire rope, for mov- 
ing said -shipping-levers in one direction, and 
the siblings 3S and '•»[), for nioving said levers 
in a revei'so direction, and the. fixed guide- 
plates- 57, 57'', anil 57'', substantially ns de- 
scribed. 

f). In tliQ heroin - described belt-shipping 
mechanism, a tight .pulley, a loose pulley on 
i^aeh side thereof, and having belts thereon 
cngagotl b}' shipping -lovers pivotally sup- 
ported rospoctivcly above and below the line 
of movement of the wive ropo -l-t. having the 
buttons 5-i and 55, thoi:eon, for imparting 
movement to said shipping-levei-s by tlie en- 
gagement of said buttons with the level's 58 
and G3, fixed to the fratnc'O, and the fixed, 
gtiide-platos 57, 57-\and 57'', forsaiil rope 44, 
substantiallv as describctl. 

589,001. GOTTHOLD LANGER, St. 
Louis, Mo., assignor of three-fourths to. 
Charles J. Rauch, Memphis, Ten n., John 
Scfimelzer, Centralia, 111., and Joseph B. 
Niermann, St. Louis, Mo. Motor-Vehi- 
cle. Filed Aug. 31, 1896, ' Patented Aug. 
31, 1897. Serial No. 604,487, (No mod- 
el.) 

My inventionhas relation to improvements 
in motor-wagons or horseless vehicles; and it 
consists in the novel arrangement and combi- 
nation of parts, more fully set forth in the 
specification, and pointed out in the claims. 
In the drawings. Figure 1 is a side elevation 
of myimproved vehicle with one of the front 
wheels removed. Fig. 2 is an enlarged bottom 
plan view of the forward portion of the Vehi- 
cle with the driving-wheels in section. Fig. 
3 ir= a detail of the bracket supporting the 
drive -shaft and chaa^el guide-plate sus- 
pended therefrom. Fig. 4 is an elevation in 
detail of the parts supported by one of the 
brackets shown in Fig. 3. Fig. 5 is a detail 
showing in section one of the supporting- 
brackets for the drive-fihaft and the parts 
carried by said brackets; and FiglGis a side 
ele\ation of the sliding bar embracing the 
axle of the front truck, the axle beingshown 
iu section. 

The object of my invention is to constrnct 
a raotor-wagon or horseless vehicle In which 
the driving mechanism is materially simpli- 
fied over existing forms, wherein the number 
of parts constituting such d'-lving mechan- 
ism are reduced to a mininiim, wherein the 
direction of travelof the vehicle is underper- 
fect control of the operatx)r, wherein both the 
steering of tho apparatus and the direction of 
travel thereof are accomplished directly by 
the propelling mechanism and parts cooper- 
ating therewith, wherein there is an absence 
of anyspecificbrake mechanism, thestopping 
being accomplished directly from the driving 
mechanism, and wherein further and other 
advantages are presented, as mil more fully 
hereinafter appear from the detailed deserin- 
tion of the vehicle. 

1. In a motor-vehicle, a suitable wagon- 
body, wheels for the same, a motoF carried by 
the vehicle, a drive -shaft for said motf-r 
adapted to bo rotated in one direction during 
the travel of the vehicle, the axes of rotatit^n 
of the wheels being movable relatively to th* 
motor-shaft, mechanism for effecting engagti- 
ment between the motor-shaft and wheels fee 
turning the latter in either direction, Httd 
means under the control of the operator fi>r 
shifting the position of the wheels relatively 
to said shaft whereby tho direction of rotation 
of tho wheels in one direction or the othe? fft 
determined, substantially as sot forth. 



QEAR/NG- 



5S3 



2. In a motor -vehicle, a saitaoie wagon- 
body, wheels for the same, a motor carried by 
the vehicle, a drive-shaft for said motx>r, a 
friction-disk carried hy or connected with tlie 
motor-shaft, suitable concentric rings o.- en- 
gaging surfaces forming a imrt of or carried 
by each wheel for engaging with the friction- 
disk and taming said wheels, the axes of ro- 
tation of the wheels being movable relatively 
to the motor-shaft, and means nndcr the oon* 
trol of the operater for ohifling the wheels 
relatively to said shaft whereby the direction 
of iotation of the wheels in one direction or 
the other is determined while the motor-shaft 
is i-otatingin one and the same direction, sob- 
staniiaily as set forth. 

3. In a motor- vehicle, a wagon-body, a front 
and rear track for the same, a yielding con- 
nection between the front track and the 
wagon-body whereby the front track may be 
shifted toward or from the rear track, a mo- 
tor carried by the wagon-body, a shaft for the 
motor, bevel friction-disks actuated by the 
shaft, concentric chan nel-rlngs carried by the 
wheels of the front track, and intermediate 
connections' between the wagon -body and 
front track for shifting the lattor to or from 
the rear track and bringing the channel-rings 
alternately into co^>eration with the driving 
disks, substantially as set forth. 

i. In a motor- vehicle, a wagon-body, a f ron 
track for the same, a yieldini? spring connec- 
tion between the track and wagon-body, a 
motor carried by the wagon-body, a shaft for 
the motor, driving-disks carried by the shaft, 
concentric channel - rings carried by the 
wheels of the track, brackets having tenninal 
tabular extensions for the support of the op- 
posite ends of the motor-shaft, a channel 
guide-plate loosely embracing each tubalai 
'extension of the bracket, a toothed qnadrant 
pivoted to said channel gnide-plate, an arm 
having a toothed loop loosely embracing each 
tabolare^ttensionof the brackets and locate* 
ad jacen t to the channel gaide-plate, the teetl. 
of the loop of t;he arm meshing with the teetl 
{%f the quadrant, a sliding bar having one end 
gaiaed within the chan:nel of the gaide-plate 
and the opposite end loosely embracing th' 
axle of the truck, a link connection between 
the sliding bar and the oscillating end of the 
quadrant, and a controlling-lever connected 
to eacb toothed arm, whereby the wheels of 
the truck and the channel-rings carried bj 
them can be brought into engagement witl 
the rotating drive-shaft, sabstontially as set 
forth,. 

589,906.. DESIRE C. MERIGEAULT. 
Verdan, France'. Chainless Cycle and 
AutomobUe. Filed Jan. 7, 1897. Pat 
ented Sept. 14, 1897. Serial No. 618,395 
' No model.) 

My invention relates to improvements m 
ohamless cyt^ling-machines and automobile 
cars. Itsobjeetis to produce a transmission 
do\ice for such vehicles permitting changing 
iho multiplication and in which, the motive 
pijwcr is transmitted from the treadle-axle or 
Ilio arbor of the motor to the driving-wheel 
ity means of special gearings working very 
softly and not liable to get dirty. Besides 
their boing so constructed as to allow the 
speed of the machine to bo changed thegear- 
injxs permit throwing the driving-wheel out 
uf gear altogether, so that slopes may be de- 
s(!cudcd with .such a wheel without having 
iW t.rc;nile-axlc liiru. 

Ill riimumatiou tke crank-axle and reAi 
\\h'.'c!, Iho two gear- wheels carried by the 
orank-axlf. iUo nttalable sleeve carrying two 
i^ars robsol> journaled thereon and engagjug 
llio gears im th^ cmnk-axlo, recesses forme<l 
insaid gears, a rouiiy riKiuil-er connected with 
!.horotarysleeve,asupijorliug-jonrnalforthc 
rotary member and driving connections be- 
tween such rotary member and the rear wheel, 
the sliding sleeve within the rotatable sleeve 
having a lug or projection adapted to engage 
with one or the other of said recesses, the way 
secxircd to the machine-frame parallel to said 
slr-cve, the carriage traveling in said Way and 
ii;i\ing a connection ■with the sleeve, and 
incans for reciprocating the carriage to move 
i.iie eieeve to cause it to engage one or the. 
of her of the gears, substantially as described. 

591,695. CAMILLE A. FAURE, Paris, 
l-rance. Steering Mechanism for Mo- 
tor-Vehicles. Filed Jan. 18. 1897. Pat- 
ented Oct. 12. 1897. Serial No. 619,661. 
[ No model. ) Patented in Belginm May 4, 
1895, No. 115,425, and in France Nov. 4, 
1895. No, 251,431. 

- This invoQti(m relates to road - vehicles 
driven by motors contained within or carried 
by the vehicle: aad the object of the inven- 
tion is to 80 armnge the steering-wheels and 
their connection s that steering is effec ted w i th 
great facility ;uid with a minimuin of powof 
-and with less injury to the wha«Li thai. 



litherto. The steering-wheels are pivoted 
ind constructed or arranged in such a way as 
10 reduce to n minimum the force necessary 
to turn themon the load, they being mounted 
and operated so that they are turned on the 
road on the central bearing-point of their pe- 
riphery. Theyareeach pivotedonapin fixed 
to the end of the axle, a disk being mounted 
on the said pin, this disk being received in the 
Uiibof the wheel. The periphery of the disk 
lod the interior of the hub have correspond 
'■ng grooves, and antifriction-balls are mount- 
hI in the said grooves, so as to constitute ball- 
'jearings between the disk and hub. The 
■tecring motion is conveyed to the said wheels 
■y means of angled arms secured to the disks 
ud connected by rods and levers to a pedal 
i-otheroperatingdevice, as hereinafterfuUy 
escribed. 

1. The combination wim awheel and an 
ixle therefor, of a disk pivoted to the axle in 
Ghe plane of the wheel and located within the 
linb of the latter, ball-bearings located in cor- 
responding gi-ooves in the periphery of the 
disk and the interior of the hub, an adjust- 
able ring which forms in pait one of said 
grooves, and means for turning the disk on itJ 
pivot, substantially as described. 

2. The combination with a wheel and an 
axle therefor, of a disk upon which the wheel 
rotates, said disk being formed in two parts 
with' a slot at their meeting edges into which 
liiia axle projects, and a pin passiug from one 
part of the disk to the other through the axle, 
whereby the disk is pivoted to the axle, sub- 
stautiaUv as described. 

593,357. FREDERICK W. LANCHES- 
TER, Alvechurch, England. Steering 
Mechanism for Power-Propelled Vehi- 
cles. Filed Mar. 12, 1897. Patented Nov. 
9, 1897. Serial No. 627,180. (No model.) 
This invention relates to improvements in 
L jutroUingand steering mechanism of power- 
propelled vehicles, and has for its object to 
provide a steering mechanism by which the 
steering-wheels mounted upon independent 
" heads" may receive a more truly radial mo- 
tion than heretofore, and, further, to provide 
a means of operating the said steering niech- 
anism in an improved manner, so that the ve- 
hicle shall be better under the control of the 
<1 river. 

1. in combination with the wheel, the piv- 
oted journals, the levers L pivoted independ- 
ently of the said journals to one side of the 
pivots thereof, and the connections between 
the said levers and their respective journals 
with means connecting the said levers to move 
simultaneously, substantially as described. 

2. In combination in a steering-gear with 
the steering-wheels, the tiller-bar Q having 
a joint at P, the link T extending therefrom 
to connect with the steering means the said 
tiller having a slotted extension R' with a 
fixed pin engaging the same,-substantially as 
described. 

193.652. GEORGE G. M. HARDING 
HAM, London, England. Differentia 
Speed and Reversing Gear for Motor- 
Cars, Tram-Cars, Etc. Filed aMy 24. 
1897. Patented Nov. 16. 1897. ^ Serial 
No. 637,934. (No model.) Patented ii 
England Dec. 8, 1896. No. 28,100. 
This invention relates to differential speed 
tjears of the kind in which epieyclic gear 
trains are employed ; and it consist^ first, in 
an improved mode of construction whereby 
two different speeds in one direction and om 
spued in the opposite direction aro afforded 
and, secondly, in improved means for effect 
ing a large variation in speed between tiu, 
motor or other driving-shaft and the change 
gear. 

The apparatus comprises three trains of 
spur-gear, one for tho high speed, anothei 
for the-low speed, and a third for the reverse 
spei'd. Each consists of a central pinion, a 
surrounding internally-toothed wheel, and an 
intermediate wheel, or a pair or set of inter- 
mediate wheels, carriedon an axially-mounted 
body and gearing with thf- central pinion and 
with the outer wheel. One of the elements 
of each gear-train is, moreover, capable of be- 
ing held stationary or of being released, ac- 
cording towhether such gear-train is required 
to be operatiVe or inoperative. 

1. The improved duplex driving-gAar, com- 
prising two gear-trains, each consisting of 
three elements, namely, a central pinion, an 
intermediate wheel or. set of intermediate 
wheels carried on an axially-mounted body, 
and a surrounding intern ally- toothed wheel, 
the intermediate wheel-carrier pertaining to 
each gear being connected with the driven 
part, the central pinion of the one gear and 
tho outer wheel of the other gear being con- 
nected with the driving part, and holding de- 
viCfH lor the outer wheel of the one gear and 
the cenlr:il piuion of the other gear, wherebv 



either the one gear or Ihe other goar ma> bo 
rendered operative or inopcralivo, substan- 
tially as herein described. 

2. The improved triplox (duplex and re- 
verse) driviiig-gcar, comprising three gear- 
trains, each consisting of thrt-o elements, 
namely, a centml pinion, an intermediate 
wheel or set of iuternicdiale wheels carried 
on an axially-mountedbody, and a surround- 
ing internally - toothed wheel, the interme- 
diate wheel-carriers of the firet (high) and 
second (low) speed -gears being (.■uiincctcd 
with the driven part, tho outer wheel of the 
one gear and the central pinion of the other 
gear being connected with the driving part, 
and holding devices for the central pinion of 
the one gear and the outer wheel of tho other 
gear, in combination with u gear having its 
elements connected in the rame manner as 
the low-speed gear, the intermediate wheels 
of the third gear being duplicated and mesh 
iog with the central pinion and the outer 
wheel respectively and with one another, so 
as to reverse the direction of rotation, sub- 
stantiallj' as heroin described. 

3. The combination, with a change-gear 
mechanism, of speed-reducing gear compris- 
ing a motor or dri\ing shaft T), a central pin 
ion A^ connected with the said shaft, aslcovo 
D'iu which tho said shaft rotfl,les and whereon 
the change-gear trains avo mounted, an axi- 
ally-mounted body B' keyed on said sleevo, 
an intermediate wheel or set of intermediate 
wheels carried on the said body and a sur- 
rounding internally-toothed wheel C^ capable 
of being held' stationary, the intermediate 
wheel or wheels meshing with tho central 
pinion and with the surrounding internally- 
toothed wheel, substantially as heroin do- 
scribed. 

594,511. JAMES H. AUBLE, Lawrenci.- 

burg, Ind.. ;issignor, by direct and mesne 
assignments of three-fourths, to James M, 
Graham, sami.- place, and John N. Fox, and 
Louis S. Mathcus, Dearborn Co., Ind. Mo- 
tor Mechanism for Horseless Cartiages. 
hiled Apr. 17. 18*J7. Patented Nov. 30, 
1897. Serial .\n. 632.532. (No model.) 
Some of the objects of ray invention are. 
first, to provide a motor mechanism which 
shall be capable of great power generated by 
a comparatively feeble initial force ; secondly, 
to provide a mechanism that while embodj*- 
Ing the above advantage shall be compact, 
simple, readily made, economical of manu- 
facture, durable, and always efficient. 

Other objects of my invention will be ob- 
vious hereinafter. 

The several features of my invention and 
the various advantages resulting from their 
use, conjointly or otherwise, will be apparent 
from the following description and claims. 

Inasmuch as the application of the primarj' 
features of my invention to a horseless car- 
riage will illnstrate these features, as well as 
certain additional features necessary to adapt 
the same for use in said carriage, I have in 
the accompanj'ing drawings illustrated my 
invention in connection with such carriage. 

1. The combination of the rot.atable body 
A, having the female screw, and the sprock- 
et-chain having extensions, engaging said 
thread, and guide through the body, for hold- 
ing the chain in position in the body A while 
passing through the latter, substantially a? 
and for the purposes specified. 

2. The combination of the rutatable body 
A, Iiaving the female screw, and the spro-^ir- 
et-chain having extensions, engaging said 
thread, and guide in the passage through tho 
body, the chain hanng rollers for ranoing 

over the guide, substantially as and for the 
purposes specified. 

3. Tho combination of the rotatable body 
A, having a screw-threaded passage through 
it, and the sprocki't-chain, having extensions 
on which aro rollers, engaging the screw- 
thread, and also rollers, and a guide composed 
of platesorbar.s parallel, and beveled at their 
terminals, the last-named rollers of thechrtin 
engaging said guide-plates, substantially as 
and for the purposes specified. 

4. The combination of a cylindrical body 
having end flanges, and journal -bearings 
grasping the cylinder, and within a passage 
provided with screw-thread, and a chain for 
being moved through this passage, andengag- 
ing the threads of this cylindrical body, sub- 
stantially as and for tho purposes specified. 

5. The combination of the cylinder A, ia- 
teriorJy-screw-threaded passage, and flanges, 
and journal-bearings embracing the cylinder 
in conjunction with the flanges, and the ball- 
bearings, and chain engaging the screw- 
thread, substantially as and for the purposes 
specified. 

6. The combination of the cylinder A in- 
teriorly-screw-threaded passage, and flanges, 
and ionrnal-bearinffs embracing thecylinder 



554 



GEARING. 



u\ conjunction with the flanges and tho ball- 
bearings, located between the cylinder and 
bearings, also between the flanges and bear- 
ings, substantially as and for the purposes 
specified. 

7. The combination of the cjOinder, having 
interior sere w-threaded. passage, and chain 
engaging said serew, and jonrnal-bi?arings, in 
which said cylinder rotates, and end flangos 
on said cylinder, one of said flanges being 
combined with a toothed wheel and a second 
toothed wheel in connection, substantially as 
and for the purposes specified. 

8. The combination of the cylinder, having 
interior sci'e w-threaded passage, and chain 
engagjngsaid screw, and journal-bearings, in 
which said cylinder rotates, and end flanges 
on said cjdinder, one of said flanges being 
combined with a toothed wheel and a second 
toothed wheel iu connection, and a fly-wheel 
fixedly connected to the cylinder, substan- 
tially as and for the purposes specified. 

9. The combination of tho cylindrical body 
screw-threaded interiorly, chain whose exten- 
sions engage the screw-thread, flanges on the 
cylindrical body, Journal-bearings, in which 
the latter revolves, treadle, shaft thereof, 
wheel theveof, connected with and turning 
the cylindrical body by a wheel in conjunc- 
tion with tlie latter, fly-wheel, wheel oper- 
ated by the chain, and connected to the axle 
of a carriage-gear, reaches or frame of the 
gear, the bearings of the cjdinder and of 
treadle-shaftbeingsupported by the carriage- 
gear, substantially as and for the purposes 
specified. 

10. The combination ofai'otatable body A, 
having a screw-thrfiadedinteriorpassage, and 
a chain whose extensions engage the threads 
of the passage, and a wheel, receiving from 
the chain the motion of the latter, for impart- 
ing it to other mechanism, and bearings in 
which the bod}' A revolves around the axi? 
of Its screw, and means substantially as de- 
scribed for imparting to the bod}' A a rotary 
movement, substantially as and for tlie pur- 
poses specified. 

11. The combination of a rotatablebodyA, 
liavingascrew-threadedinteriorpassage, and 
a chain whose extensions engage the threads 
of the passage, and a wheel, receiving from the 
chain tho motion of the latter, for imparting 
it to other mechanism, and another wheel 
beyond the other end of the body A to re- 
ceive the chain, substantially as and for the 
purposes specilled. 

12. The combination of the rotatable cylin- 
der A, having female screw, chain liaving ex- 
tensions engaging with the screw-thread, and 
bearings in which the cylinder A revolves, 
and guides through the cylinder for holding 
the chain in position -while passing througli 
tho cylinder, the guides bein*; fastened to and 
uxibeld by the journal-bearings, by the end 
extensions, substantially as and for the pur- 
poses specified. 

13. The combination of the rotatable cylin- 
der A having female screw, chain haj^pg ex- 
tensions engaging with the $erew -thread, 

j^.bearings in which the cylinder revolves, end 
flanges on the cylinder, the one provided with 
pinion, and the other with fly-wheel, and the 
chain-guidethroughthecylinder, ha\ing end 
l)]ales, which pass outside of the flanges, and 
in extension unite with the extensions of the 
bearings, substantially as and for tho pur- 
poses specified. 

696,281. HOLLON C- SPAULDING, 

Boston, Mass. Motor-Vehicle. Filed 
Sept. 17, 1896. Patented Dec. 28, 1897. 
Serial No. 606,031. (No model.) 
This invention relates to improvements in 
motor-vehicle meohanism; and the object 
thereof is to provide means for controlling a 
motor-vehicle so as to obtain dTiy speed de- 
sired between the maximum speed and the 
state of rest with a minimum amount of jar 
or vibration, and to maintain a high efficiency 
of the driving mechanism" at all speeds, and 
.to produce a greater torque upon the driving- 
wheels at a low than at a high speed, thus 
facilitating the mounting of grades. 

As is well known in motor-vehicles as now 
constrncted the speed of the vehicle has been 
obtained either by ohanging the speed of the 
driving engine or motor or by mechanical 
means by which the ratio of gearing between 
the main or power shaft and the wheel shafts 
or axles is varied at will. The first method 
luually involves a sacrifice of working effi- 
ciency, while no greater torque is produced 
on the wheel or axle shaft at a low than at a 
high speed.' The second method either af- 
f ords^a limited range of speeds only with defi- 
nite steps incapable of intermediate adjust- 
ment! or itdependa npon one or more of the 
innumerable fi-ictionaldrivingdevlces whose 
efficiency is very low. 

In my improvement any type of power-gen- 
cmtor may be used in connection with my im- 
provod.rognlatios device; bofcl have shown 



It applied to a compressed-air motor, prefer- 
ably of tho turbine type, which combinessim- 
plicity, compactness, and freedom from re- 
ciprocating i)avts which tend to cause vibra- 
tion 

1. Incombinaiion, the variable driving-pul- 
leys adapted to change from high to low speed, 
the motor-shaft in connection with one of said 
pnlley-shafts, the motor on the motor-ehaft, 
tho supply-pipe leading to the motor, the 
valve and an operating moans for adjustiDg 
the pulleys for the high or low speed and a, 

connection from snn'* means to the sxipply- 

valvc, substantially as described. 

2. In-combiTiation thevariabledi-iving-pul- 
-cys adapted to change fi-onihigh to low speed, 
the motor in connection with one of said pul- 
le3*-shafts, thesupply pipe Icadingto the ino-r- 
tor, operating mean^ for adjusting the pul- 
leys from the liigh to tho low speed,, a connec- 
tion between said means and the supply- valve, 
said operating means and connection com- 
prising loose portions whereby the speed will 
not be changed until the valve is wide open 
and the valve Civilnot be closed until the pul- 
leys have been adjusted to the lowest driv- 
ing speed. 

3. In combination, the shaft, the expansi- 
ble pulley comprising the two sections with a 
groove between them, the collars d, e, the 
wedge operating between the collars, the col- 
lar / and tho ball-beariags between the col- 
lars and the pulley-section, substantial!}' as 
described. 

4-. In combination, the expansible pulleys, 
with means for operating them and connec- 
t.ionsconlroUingsaid operating means includ- 
ing a- lever and a yielding part whereby the 
lover may be set and the parts may assume 
th'eir-position gradually, substantially as de- 
scribed. 

5. A vehicle-motor and apparatus for con- 
trolling the same, adapted to be operated by 
steam, compressed air, orothermedium, com- 
prising a suitable lank, a motor connected 
therewith by means of a pipe, a shaft eon- 
nectod with said motor, aregulatingandacut- 
otT valve in the pipe winch connects the mo- 
tor with the tank, two otlier shafts suitably 
supported, one of wliich is in connection with 
tho shaft of the motor and the other with one 
of the axles of the vehicle, a pulley mounted 
on each of said last-named shafts and com- 
l>osed of separate parts, one of which is later- 
ally movable, a bel t or svini lar device mou nted 
on said pulleys, a clutch mounted on the 
shaft which is in operative connection With 
tho axle of the vehicle, and means for oper- 
ating said devices for adjusting the position 
of the separate parts of the pulley on the 
shaft which is in operative connection with the 
shaft of the motor, said devices being also in 
connection with the cut-off valve m the pdpe 
between the tank and the motor, substantially 
as shown and described. 

G. The combination with a vehicle of a pro- 
pelling apparatus and means for controllirtg 
the same, adapted to be operated by com- 
pressed air, and comprising a suit^le tank 
iu wliich the operative medium is placed, a 
motor connected therewith by meansof apipe, 
a regulating and a cut-off valve placed iu said 
pipe, a shaft connected witli said motor, two 
other shafts suitably supported, and one of 
which is in connection witli the shaft of the 
motor and the other with one of the axles of 
the vehicle, a pulley mounted on each of said 
last-named shafts, caoh of which consists of 
two separate parts having conical ianerfaces, 
and one of said pa-ts being laterally adjust- 
able, means for adjusting said laterally-ad- 
justable parts, a clutch in connection with 
the sliaft which is in operative connection 
with one of the axles of the vehicle, means 
for operating said clutchand devices for con- 
trolling the adjustment of the movable part 
of tho pulley on the shaft which is in oper- 
ative connection with the shaft of the motor, 
and also for operating the cut-off valve in the 
pipe which connects the tank and tlie motor, 
substantially as shown and described. 

596,480. EL2A J. CHRISTIE, Marion, 

la. Unicycle. Filed Sept. 26, 1896. 

Patented Jan, 4, 1898. SerialNo. 607,014. 

(No model.) 

'i"hc object of this invention is to produce 
a unicj'cle capable of automatic action both 
in propulsion and balancing and adapted to 
travel on a single narrow rim. 

1. In a unicycle^ the combination with a 
main wheel a id axle, of motive power sus- 
pended from its axle, a pair of wheels revo- 
luble on said axle inside the main wheel, and 
gearing connecting the motive power there- 
with. 

3. In a unicycle, the combination with the 
main wheel and its axle and motive power sus- 
pended therefrom , of a pair of wheels of large 
diameter mounted revolublyon said axle in- 
side the main wheel and each side of the mid- 
dle, and suitable gearing adapted to impart 
rapid rotation to''said internal wheels, sub- 
stantially as and for the purpose set forth; 
- 3. In a unic/cle, the combination with the 



main wheel and its axle and a suitable niolov 
feufipended therefrom, of a pair of large wheels 
mcviinted revolublyon the axielnside the main 
wheel, suitablegcnring to impart rapid rota- 
tion to them, and ineans substantially as de- 
scribed for sJii fti ng ih,om side wise on the axle, 
to change the course nf.fhe main wheel. 

-t. In a unicycle, the eombinationwith the 
inaiu wheel and its axle, of a motor suspended 
from said axle inside said wheel, a pair of 
gjToscope-wheels mounted revolublyon said 
axle, gearing connecting them and the motor 
aiKl adapted to give them a rapid rotation, 
and gearing connecting said motor with said 
axle and adapted to impart a comparatively 
slow rotation to the said axle, substantially 
as and for the purpose set forth. 

5. In a unicycle, the combination with the 
main wheel and its axle, of a motoc suspended 
from the axle inside the main wheel, a pair^of 
gyroscope-wheels mounted revolubly on the 
axle adjacent to said motor, suitable gearing 
to transmit rapid, rotation to them, gearing 
adapted to transmit a slower rotation to the 
main axle, and a clutch to throw the latter 
train of gearing in and out at will. 

G. In a unicycle, the combination with the 
main wheel and its axle, with suitable motor 
mechanism suspended therefrom, of a bal- 
ance-wheel mounted on a splined sleeve rev: 
ohible on the main axle, and a shifter con- 
nected revolubly with the hub of the balance- 
wheel, whereby it may be shifted sidewise 
while in rapid rotation, substantially as and 
for the purpose set forth. 

7. In a unicycle, the combination with the 
main wheel, its axle, and internally-suspended 
motormechanism, substantially as described, 
of friction-wheels receiving motion from' said - 
motor, sleeves on the main axle having hubs 
in peripheral contact with said friction- 
wheels, and provided with suitable splines, 
and balance-wheels iJiounted on said splined 
sleevesand shifting mechanism, substantially 
as and for the purpose set forth. 

601,205. GEORGE H. HILL, Milford, 

Ohio. Motor-Vehicle. Filed Mar. 26, 

1897. Patented Mar. 22, 1898. Serial No. 

629.382. (No model.) 

My object is to provide improved mechan- 
ism for motor-Tchieles wherel3y the vehicle 
can be propelled backward or forward with- 
out necessitating a reversal of the motor. 

A further object is to provide improved 
mechanism whereby power can be applied 
through the wheels of the vehicle by a mini- 
mnm expenditure of energy on the part of the 
motor. 

A still further object is to provide hovel 
mechanism for taking up lost motion in the 
traction- wheels when the vehicle is tqmed, 
together with improved steering mechjanism 
for simultaneously turningthe steering-wheel 
equally in the same direction. 

Having the foregoing and other objects in 
view, the invention consists of certain im- 
proved devices vjhose construction Vrill be 
more fully set forth hereinafter and the novel 
features thereof embodied in the appended 
claims. 

.^1. In a motor-vehicle,th6 combination with 
a frame and traction-wheels, of external and 
internal gears arranged eoncentricaUy and 
connected to the wheels, an auxiliary frame 
hinged td the main frame, a shaft carried bj"^ 
the auxiliary frame, pinions on the ends of 
said shaft which are adapted for free play 
between the external and internal gears, and 
mechanism for moving the auxiliary frame. 

2. In a motor-vehicle, the combination with 
a i^ajn frame, of traction-wheels, intomal and 
external gear-rims connected to the traction- 
wheels and arranged concentrically, an aux- 
iliary frame hinged to the main frame, a shaft 
carried by the auxiliary frame, pinions on 
the end of the shaft which are adapted for 
free play between the internal aud external 
rims and to engage therewith, shifting bars 
through which portions of the auxiliary frame 
slide and which are slidable on the main 
frame, and means for moving the said shift- 
ing bars. 

3. In a motor-vehicle, the combination with 
a main frame, of traction-wheels, external 
and internal gear-rims connected to the trac- 
tion-wheels, an auxiliary frame hinged to the 
main frame, pinions carried by the auxiliary 
frame adapted to play between the gear-rims 
and to engage therewith, shifting bara hav- 
ing sets of friction-rollers between which por- 
tions of the main and auxiliary frames are 
loosely received, a crank-shaft joumaled to 
the main frame, rods leading from the crank- 
shaft to the shifting bars, and a controlling- 
lever for operating the crank-shaft. 

4. In a motor- vchicle,the combination with 
a frame and traction-wheels, of a driving- 
shaft for said wheels, comprising a center 
section adapted to be driven by a motor, 
clutches secured thereto, end sections inde- 
pendent of the center section and adapted for 



operating tne traction-wheels, and releasabk 
clutches carried by said end sections normally 
engaging the clutches on the center section. 
5. Inamotor-vehicle, the combination with 
a frame, of traction- wheels and a driviog 
shaft comprising a center section adapted to 
be driven by a motor and having beariug- 
poclrets in its ends, clutches secured to the 
center section, end sections for turning the 
1 raction-wheels, and which have journals re- 
ceived in the bearing-poctets, and spring- 
, actuated clutches earned by said end sections. 
C. In a motor-vehicle, the combination with 
a frame; or traction- wheels and a driving- 
.slmft comprising a center section adapted to 
bo driven by a motor, clutches secured to said 
center section, squared end sections for turn- 
in? the traction- wheels, washers located there 
on, clutch members slidable on said end sec- 
tions and adapted to engage with the clutch 
membere of the center section, and coil- 
springs encircling the end sections and in- 
tarposed between the washers and the slid- 
ing clutches* 

60I..274. JOHN PENDER, Brunswick, 

Victoria. Motor-Carriage. Filed Dec. 

1, 1897. Patented Mar. 29, 1898. Serial 

No. 660,361. (No model.) 

This invention relates to motor carriages, 
v:ars, tricycles, and other like power- propel led 
vehicles; and It consists of the foUomng, 
viz: a new and improved means for trans- 
mitting power from the driving-shaft of a 
motor to the driving-axle of any such vehicle, 
Vhe said tranamitting-gear being the means 
by which the speed of said driving-axle can 
be varied by the movement of a lever and 
without altering the speed of the motor; u 
new and improved means for connecting the 
hub of each driving-wheel with its axle, sc 
as to admit of one wheel revolving faster than 
the other when turning around curves; an 
improved construction of wheel rim and tire; 
'fttt improved method of mounting the frame 
carrying the motor *nd transmitting-gear, 
said frame being, ilgidly connected to the 
driving-axle and pivotally connected at the 
other end to the body-frame by a king-bolt 
and elastic spring, so as to practically isolate 
the body-frame from the vibration and jar 
of the motor and transmitting-gear when mo- 
tor is working, also to preserve the aline- 
ment of motor-shaft, transmitting-gear, and 
driving-axle when passing over rough or un- 
even roads; an improved steering device 
which causes the steering-wheels to take thei? 
i-espective -arcs of a circle when turning 
curves; an improved pneumaticspring-cush- 
ioii or support for the seat; a novel friction- 
cUitch for converting reciprocating into ro- 
tary motion; a novel means for su-pporting 
the body of vehicle upon an elastic seating 
in the post of front- wheel fork to allow of un- 
even ground being passed over without un- 
nocessarily shaking the vehicle, and the sev- 
eral 'combinations and arrangements of the 
different i)art3, as hereinafter described. 

1, A variable-speea-transmitting gear con- 
sisting of a jointed conneeting^-rod as J im- 
parting motion from a crank-pin as i to a re- 
ciprocating cross-head or slipper as J' said 
jointed rod having the position of its central 
joint./ controlled by a radius-lever as J* car- 
ried by a radial arm as J^ at foot of lever as 
.1*^ substantially as described and shown in 
Figs. 1, 3 and 4 of the drawings. 

2. In combination, the frame, the driven 
axle, the clutch mechanism thereon, tlie re- 
ciprocating cross-liead, connected therewith, 
the driving-disk, the jointed pitman J J con- 
necting the disk and cross-head, the radial 
bar J^ pivoted to the frame, the link J* con- 
qecting the bar J° with the joint of the" pit- 

■ man, the quadrant, and the hand-lever for 
adjusting the bar J^, having a pawl engaging 
the quadrant, substantially as described. 

3; In combination, the driving-axle and 
main frame, the steering-wheels having sun- 
porfing-forks rotatably mounted in the main 
frame, the steering-rod journaled in the main 
frame and connected with the steering-forks 
for rotating the same, and th'e motor-support- 
ing frame pivotally connected with the driv- 
i iig-Axle at one end and having a plate at the 
other end provided with an opening adapted 
to outage the sLeeriug-rod, and a spring con- 
nection between the forward end of said mo- 
tor-supporting frame and the main frame, 
substantially as described. 

60r,73l. CHARLES E. LUFBERY, 
Chauny. France. Motor- Vehicle. Filed 
Auk. 28, 1897. Patented Apr. 5, 1898. 
Serial No. (>49,812. f No model. I 
This invention relates to apparatus for 
transmitting motion with variable speed and 
for reversing motion, especially applicable 
for jnotor-cars, aJid aims to provide an im- 
proved apparatus which shall be noiseless in 
-O|)cration and which is capable of driving at 



GEAR/NG 



a nuiuber oi" different speeds — such, for cx-~ 
ample, iis .six, nini-, twelve, eighteen, and 
tuenty-foiu' kilometers per hour for the for- 
w;ird motion and six, nine, and twelve kilo- 
meters per hour for the backward motion- 
when applied to motor-cars, whicli .'ipplica- 
tion of niyinventjon is shown In the accom- 
panying diiiwiiigs.' 

In cariyijig out my invention I provide a 
belt-driven stepped pulley having within it 
two spur-gcats, theonor.ij extorually and Iho 
otlier an intcinally tootlieu gear, disposed in 
different planes, and I provide pairs of differ- 
ential pinions, one of "'hich 'noshes alter- 
nately wiih either of said spur-gears, accord- 
ing to whether forward or reversed motion i^ 
dosh-edjand I provide a carrier for the pin- 
ions, movable axially therewith to bring the 
pinions into mesh with tlie proper spur-goai 
of the pulley, a driven gear me.shing with 
one of the pinions, a brake controlling revo- 
lution of this driven gear, and a shifter for 
throwing the parts from one to another posi- 
tion, together with a saigle handle for operat- 
ing botii the brake and shifter, and I provide 
varions other features cf improvement, all of 
which will bo hereinafter fully set forth in de- 
tail in their preferred form wiMi reference to 
the accompanying drawinfics. 

The motor-engine may be of any suitable 
or known kin'l capable of running at a high 
speed, such as seven hundred revolutions per 
mmute. The bslt is sliift-ed in any suitable 
manner to different steps of the pulleys to 
vary the speed, to permit which it is a loose 
belt kept taut by the cylindrical weight T. 
In the construction shown the diameters of 
the two stepped pulleys and sprocket pinions 
and gears are designed to permit variations 
of si>eed from twelve to eighteen oi* twenty- 
four kilometers per hour by mere shifting of 
the belt from one step to another. A suitable 
forked lever may be employed for shifting the 
belt, audsuitable meansforraisingthe weight 
to permit such shifting can be provided, these 
parts not being shown, since they are too well 
known to require illustration, and their de- 
tails are immaterial to my improvements. 

I'his apparatus presents the following ad 
vantages: 

First. The mechanical parts arehormetic- 
aUy inclosed against entrance of dust and es- 
cape of noise, the partition y' within the pul- 
ley, the collar R, fitting the gear E and shaft 
A, and the cover y", fitting the drum H and 
closing the end of the pulley P,, constituting 
an inclosing case for the mechanism within 
which the lubricant for the parts can be pre- 
served against escape and kept clean. 

Second. The teeth of the gears can be kept 
running in oil within this case. 

Third. Tbestops, reversals, and changes of 
speed can be accomplished by a single move^ 
ment and without difficulty and are progress- 
ive or gradual with the changing of the belt 
and the application of th^., brake, which latter 
isalways si ightly lubricated, so as to be gradu- 
ated in its action. 

Fourth. The movements at the reduced 
speeds are almost noiseless and at the great- 
est speeds are absolutely noiseless, because 
in the latter case tha gears do not run at all, 
the pulley being then directly coupled to the 
shaft, so that the latter is essentially a belt^ 
shaft. 

Fifth. The arrangement and dimensions of 
the apparatus are such that the irtmost com- 
pactness is attained and they require but lit- 
tle space. Thus fo:' the transmission of a 
power of three and oue-half horse power the 
apparatus weighs from thirty-five to fiftj kil- 
ograms, according to the speed of the motor 
-employed. 

1. In variable-speed apparatus, the combi- 
nation with a stopped pulley, of a speed- 
changiug mechanism, anJ a speed-reversing 
mechanism operatively connected thereto, 
and means for operating both tha speed-chang- 
ing and the speed-reversing mechanisms. 

2. In variable gearing, the combination 
with internal and external gears revolving to- 
gether, of a pinion for meshing with either of 
said gears, said pinion and gears relatively 
movable, and constituting the one a driving 
and the other a driven part, and means foj 
moving the movable part for alternately en- 
gaging the pinion with the different gears, 
and thereby reversinsr the motion of the driven 
part. 

3. The combination with a shaft, of a M'heel 
loosely mounted thereon and having two gear- 
wheels connected lo aud revolving with it in 
its interior, a pinion for meshing alternately 
with said gears,. a differential pinion drivet 
by said first pinion, a carrier for said pin- 
ions movable axially to bring said first pin- 
ion into mesh with either of said gears, and 
a ihird gear-wheel meshing with said second 
T>inion. 

4. The combination with a driving pulley 
having a spur-gear, of a pinion meshing with 
said gear, a carrier for said pinion, a second 
pinion driven by said first pinion, a second 
gear meshing with said second pinion, a brake 



555 



"con'^rolling rotation of said second gear, a 
shaft carrying said pnlley-carrierand second 
gear, and a clutch for clutching said second 
gear to said shaft, whereby said second gear 
can be clutched to said shaft and then will 
cause the shaft and pulley to revolve to- 
gether, and can be held immovable by said 
brake, and then will cause said pulley and 
carrier to revolve at different speeds. 

5. The combination with a variable-speed 
apparatus, of a shaft having one member of 
a clutch, a speed-changing mechanism hav- 
ing a reciprocal member of a clatch, a pul- 
ley in operative conuection with said mech- 
anism, and a spring tending to engage the 
members of said clutch and thereby lock said 
pulley and mechanism together. 

6. The combination with a variable and re- 
versible speed mechanism, of a oontroUing 
mechanism therefor to be operated by the Op- 
erator of-the car, having two movements, and 
movable to a plurality of positions, said con- 
trolling mechanism when in one position dis- 
engaging said speed mechanism to arrest the 
car, when in another position throwing said 
mechanism into engagement for driving a car 
forward at a relatively great speed, when in 
another position engaging said speed mech- 
anism for driving a car forward at a lesser 
speed, and when in another position engaging 
said mechanism for driving a car to the rear, 
and a car carrying said speed and controlling 
mechanisms. 

7. For" a variable aud reversible speed 
mechanism, an operating-handle comprising 
a rod having both a reciprocatory and a ro- 
tary motion, a pinion on the rod, a brake for 
controlling a speed mechanism having brake- 
jtraps aud oppositely-threaded nuts in their 
adjacent ends, a reversely-threaded screw en- 
gaging said nuts and having a pinion, and a 
connection between the pinions of said rod 
and screw driving the latter with the former, 
a shifter for reversingsaid mechanism, and a 
connection between said shifter and said rod 
for opei-ating the former with the reciproca- 
tory motion of the latter. 

8. In Tariftble-Rpeed mechanism, a shaft, a 
waeel loosely mounted thereon, two gears 
fixed on said wheel, the one an internal and 
the other an external gear at different posi- 
tions longitudinally of the shaft, a pinion for 
meshing with said gears, movable axially to 
engage with either and-to a neutral position 
relatively to both, a second pinion of different 
diameter to the first and revolving therewith, 
a carrier for said pinions keyed to the shaft, 
a third gear meshing wilh said second pinion 
and rotative on said shaft, a clutch having 
one member fixed to the shiaft and the other 
uiember fixedly connected to said third gear 
for clutching the latter to rotate with and 
freeing it from the sh^f t, means for operating 
said clutch, and means for moviug saiid pin- 
ions axially, substantially as and for the pur- 
pose set forth. 

9. In variable-speed mechanism, s, shaft, a 
wheel loosely mounted thereon, two gears 
fixed on said wheel, the one an internal and 
the other an external gear at different posi- 

_tions longitudinally of the shaft, a pinion for 
meshing with said gears, movable axially to 
engage with either and to a neutral position 
relatively to both, a second pinion of different 
diameter to the firsf and revolving therewith, 
a carrier for said pinions keyed to the shaft, 
a third gear meshing with said second pinion 
and rotative on said shaft, a clutch having 
one member fixed to the shaft and the other 
member fixedly connected to said third gear 
for clutching the latter to rot-ate with and 
freeing it from the shaft, means for operating 
said clutch, means for moving said pinions 
aicially, a brake for controlling rotation of 
said third gear, and means for operating said 
brake, substantially as aud for the purpose 
jj.et forth- 

602,283. LOUIS S. CLARKE, WIL- 
LIAM MORGAN, and WILLIAM S. 
GORDAN, Pittsburg, Pa., assignors to 
the Pittsburg Motor Vehicle Company, 
same place. Motor-Vehicle. Filed Dec. 
16. 1897. Patented Apr. 12, 1898. Serial 
No. 662.10.i. (No model.) 
The object of our invention Is o provide a 
simple and effective device for starting aud 
driving the motor-vehicle which will easily 
and quickly turn the shaft upon which the 
driving-wheels are mounted and at the same 
tinitt will prevent the sudden starting of the 
vehicle when the driving mechanism is ap- 
plied. 

A further object of our invention is to pro- 
vide such a form of startinganddriving mech- 
anism as will enable a person to operate the 
driving-wheels of th» vehicle from the pedals 
in ca.seof anymishaporaecidenttcf the motor 
or any part of the mechanism for propelling 
the vehicle or when it is desired to do so at. 
any time; and a still further object of our 
invention is to provide a clutching mechan- 
ism for the loosely-mounted driving-wheels 
which will allow them to be held and be op- 



556 



' crated from- the axle or shaft when the veni 
ele is running stra4ght ahead and one that 
will hold the inside driving-wheel to The shaf l 
when the vehicle is turning corners or around 
and at the same time will allow the outside 
driving-wheelto be free from the axle or shaft, 
so that the traction of the vehicle can be ex 
ercised thereon. 

Our in\*eution consists, generuUystated, it 
the novel anangoment, combination, and con 
struction of parts, a's hereiuiifter more spe 
cif^callyset forth and described, and particn 
larly pointed out in the claims. 

1. In motor-vehicles, thecombiuation of ai 
axle or shaft having supporting and drivin; 
..heels mounted thereon, a motor or engin* 
supported adjacent to said shaft, a gear- whee 
loosely mounted around said shaft and eon 
nected to the motor, and mechanisrv con- 
nected to said gear-wheel and shaft for starts 
ing and driving the vehicle, substantially as 
set forth. 

2. In motor- vehicles, the combination of an 
axle or shaft having supporting and driving 
wheels mounted thereon, a motor or engine 
supported adjacent to said shaft, a gear-wheel 
loosely mounted around said shaft and con- 
nected to the motor, a cap or collar fitting 
loosely around the shaft and having a spring 
connection with the gear-wheel, and mech- 
anism connected to said cap or collarfo^ start- 
ing and driving the vehicle, substantially as 
set forth. 

3. In motor- vehicles, the combination of an 
axle or shaft having supporting and driving 
wheels mounted thereon, a motor or engine 
adjacent to said shaft, a gear-wheel loosely 
mounted around said shaft and connected to 
Jthe motor,a cap orcoUar fittinglooscly around 
the shaft and having a spring connection with 
the gear-wheel, a band-wheel rigidly secured 
to said shaft, a friction-ring formed in sec- 
tions adapted to engage with the band-Vheel, 
and mechanism connected 'to said cap or col- 
lar and band-wheel for starting arid driving 
the vehicle, substantially as set forth. 

4. In motor-veh icles, the combination of an 
axle or shaft haviDjr supporting and driving 
wheels moaoted thereon, a motor or engine 
adjacent to said shaft, a gear-wheel loosely 
mounted around said shaft and connected to 
the motor.acap or collar flttinglooBely around 
theshaftandhavingaspringconnectionwith 
the gear-wheel, a band-wheel rigldlysecured 
to said shaft, a friction-ring formed in sec- 
tions adapted to eugagewitn the band-wheel, 
and mechanism connected to said cap xyr col- 
lar, band-wheel and fraction-ring for starting 
and driving the vehicle, substantially as set 
forth. 

6. "In motor-vehicles, thecombinationof an 
axle or shaft having supporting and driving 
wheels monnted thereon^, a motor or engine 
adjacent to said shaft, a gear-wheel loosely 
mounted on said shaft and connected to the 
motor, a:cap or collar fitting loosely around 
the shaft and having a spring connection with 
the gear-wheel, a band-wheel rigidly secured 
to said shaft, a friction-ring formed in sec- 
tions adapted to engage v.'ith the band-wheel, 
cams fitting between the sections of the frzc- 
tion-ring and connected to the cap or collar, 
and means on said band-wheel adapted to en- 
gage with said cams for starting and driving 
the vehicle, substantially as set forth. 

6. In motor-vehicles, the combination of an 
axle or shaft having supporting and driving 
wheels mounted thereon, a motor or engine 
adjacent to said shaft, a gear-wheel lopsely 
mounted on said shaft and connected to the 
motor, a cap or collar fitting loosely aronnd 
rihe shaft and having a spring connection with 
the gear-wheel, a band-wheel rigidly secured 
to said shaft, a friction-ring formed in, sec- 
tions adapted to engage with the band-wheel, 
cams fitting between the sections of the fric- 
tion-ring and connected to the cap or collar, 
and a clutch around said shaft having arms 
thereon adapted to engage with a ring bear- 
ing against the cams for starting anddriving 
the vehicle, substantially as set forth. 

7. In motor-vehicles, the combination with 
a shaft having pedals thereon, of an axle or 
shaft having supporting and driving wheels 
mounted thereon, a motor or engine adjacent 
to said axle or shaft, a gear-wheel loosely 
monnted on said axle or shaft and connected 
to the motor, and means connected to said 
pedals or shaft and gear-wheel for revolving 
said axle or shaft to start the motor, substan- 
tially as set forth. 

8. In motor-vehicles, the combination with 
a shaft having pedals thereon, of an axle or 
sirnft having supporting and driving wheels 
mounted thereon, a motor or engine adjacent 
to Baid axle or shaft, a gear-wheel loosely 
mounted on said axle or shaft and connected 
bo the motor, a ratchet-wheel having a pawl 
engaging therewith connected to said gear-, 
wheel, and means connected to said pedals or 
shaft and the pav/1 for revolving said axle on 
shaft to start the motor, substantially as set 
forth. 



GEARING. 



9. In motor-vehicles, the combination vrith 
a shaft having pedals thereon, of an axle or 

Shaft having sQpporting and driving Wheels 
mounted ther*on, a motor or engine adjacent 
to said ftxle or shaft, a gear-wheel loosely 
mounted on said axle or shaft and connected 
to the motor, a ratchet-wheel connected to said 
gear-wheel, a sprocket-wheel rigidly secured 
to said axle or shaft having a pawl monnted 
thereon, for engaging with the ratchet-face, 
and connections from said sprocket-wheel to 
the pedals or shfl,f t for revolving said axle or 
shaft to start the motor, substantially as set 
forth. 

10. In motor-vehicles, tlie combination with 
a shaft having pedals thereon, a motor or en- 
gine adjacent to said axle or ahaft, a gear- 
wheel loosely mounted on said axle or shaft 
and connected to the motor, connections from 
the pedals or shaft to the axle or shaft, and 
means on said axle or shaft for permitting the 
vehicle to be ^— opelled from the pedals or 
shaft, substantially as set forth. 

11. In motor-vehicles, thecombination with 
a shaft having pedals thereon, of an axle oi 
shaft having supporting and dri\ing wheels 
mounted thereon, a motor or engine adjacent 
to said axle or shaft a gear-wh'eel loosely 
mounted around said axle or shaf t and con- 
nected to the motor, connections from tht 
pedals or shaft to the axle or abaft, a gear- 
wheel cr pinion secured on said axle or shaft, 
and means connected to said pedals or shaft 
and gear-wheel or pinion for permitting the 
vehicle to lu propelled from the pedals or 
shaft, substantially as set forth. 

12. InmotoP-vehicIes, thecombination with 
a shaft having pedals thereon, of an axle or 
shaft having supporting and driving wheels 
mounted thereon, a motor or engine adjacent 
to said axle or shaft, a gear-wheel loosely 
mounted around said axle or shaft and con- 
nected to the motor, a gear-wheel or pinion 
secured on said axle or shaft, a sprocket-wheel 
loosely mounted on said axle or shaft and con- 
aeoted to the pedals or shaft, and a dog or 
pawl mounted on said sprocket-wheel adapted 
to be held in engagement with the gear-wheel 
or pinion for permitting the vehicle to be pro- 
pelled from the pedals or shaft, substantially 
as set forth. 

13. In motor-vehicles, the combination with 
a shaft having pedals thereon, of an axle or 
shaft having supporting and driving wheels 
eaounted thereon, a motor or engine adjacent 
to said axle or shaft, a gear-wheel Ictosely 
mounted around said axle or shaft and con- 
nected to the motor, a gear-wheel or pinion 
secured on said axle or shaft, a sprocket-wheel 
loosely mounted on said axle or shaft and con- 
nected to the pedals or shaft, a dog or pawl 
mounted on said sprocket-wheel, and a mov- 
able bolt or pin on said sprocket-wheel adapt- 
ed to engage with the gear-wheel or pinion 
for permitting the vehicle to be propelled 
from the pedals or shaft, substantially as set 
forth. 

14. In motor-vehicles, the combination vrith 
an axle or sh&ft. of supporting and driving 
wheels loosely mountea around said axle or 
shaft, hollow caps secured to said wheels 
around the axle or shaft»and provided with 
bearing -surfaces therein, cams or bearing- 
blocks secu red to said axle or shaft, and rollers 
loosely mounted in standards loosely mounted 
around the axle or shaft, said rollers being 
adapted to travel on the cams or bearing- 
blocks and engage with the bearing-surfaces 
on the hollow caps for permitting the wheels 
to be automatically secured to and bo freed 
from said axle or shaft, substantially as set 
forth. 

15. In motor-vehicles, the combination with 
an axle or shaft, of supporting and driving 
wheels.loosely mounted around said axle or 
shaft, hollow caps secured to said wheels 
around the axle or shaft and provided with 
bearing-sarfaces therein, ca.rs or bearing- 
blocks ficcurod to said axlo Oi- shaft, rollers 
loosely mounted in standards looselymonnt- 
ed aronnd the axle or shaft, said rollers being 
adapted to travel on the cams or bearing- 
blocks and engage with the hearing-surfaces 
in the hollow caps for permitting the^.hecl 
to be automaticallysecuredtoandfreedfrom 
said axle or shaft, and clamping-plates fitting 
around the axle or shaft and adapted to be 
removably secured to the hollow caps for con- 
fining the parts within the hollow caps, snb 
stantially as set forth. 

602,621. WILLIAM W. GRANT, Brook- 
lyn, N. Y. Motor-Vehtcle. Filed Nov. 
26, 1895. Patented Apr.- 19, 1898. Serial 
_No . 570. 1 S3 . ( No model .") 
My invention relates lo a road-vehicle ot 
t hat type or character designed to be propelled 
by a motor carried upon or about the said ve- 
hicle, and while my herein-described vehicle 
can be adapted to the employment of any mo- 
tor that class of engine known as the "gaso- 
leiie-eugine," or 'loch as employ hydrocarbon 
for the gftnoratiou of requi'ed energv. is the 



type preferred. . 

The objects of my invention are to provide 
means for steering the vehicle and to obviate 
at the same time the danger of having the 
guiding-lover wrenched from the hand by sud- 
den or unexpected contact of thewheel^with 
interposing obstruction. 

Another object is to' have the steering- 
wheels locked in the position to which they 
are brought and to unlock only at the will of 
the operator, thus making it a matter of no 
consequence whether the operator's hand bo 
on the guiding-lever, except to operate it, as 
interposing obstructions in the path of the 
wheels cannot turn the steering-wheels, and 
therefore cannot operate the steering-leyer. 

Another object is to apply one" or more 
brakes, so that the said brake or brakes will 
remain locked in the position placed until 
relieved or unlockc.l at the will of the oper- 
ator. 

Another object is to provide a means 
(through which guiding or steering oX the ve- 
hicle is promoted) detachably connected by 
which eas3' access of passengers to and from 
the seat adjacent becomes practical. 

Anotherobject is to provide means for rapid 
cooling of the jacket-water circulated about 
the engine-cylinder, whereby a smaller qnan- 
tity of such cooling-water will be required to 
be carried upon or about the vehicle. . 

Another object is to provide means for en 
gaging and releasing clutches, as directions 
puraued by the vehicle -^ay require, as well 
as for steering or stopping the said vehicle. 

For the purposes of safety in steering aD<> 
locking of the steering mechanism and fv 
applying and locking of the brakes I ha\o 
availed myself of the'properties presented by 
the screw, and for water-cooling by forcing 
a current of air through pipes surrounded by 
the water, (whose heat is to bo dissiftatcd,)' 
■ or by passing pipes surrounding water to be 
cooled through a body of air, or by these taken 
together. 

' 1. In a vehicle, the combination with an 
axle, wheels, and means for clutching these 
wheels to the axle, of shaft having laterallj'- 
projecting arms, pivoted lovers having slots 
therein, p|ns projecting from the arms into 
the slots, bell-crank levers, and rods connect- 
ing the bell-crank levers with thQ slotted le- 
vers, substantially as set forth. 

2. In a vehicle, the, combination with a 
steering-wheel having an outwardly-project- 
ing arm extending from its axle, of a pair of 
shafts extending at an angle to each other, 
one having a worm and the otlier a worm-gear 
intermeshed with each other, one shaft hav- 
ing a handle thereon by which it is tamed 
and the other provided with an arm, and a rod 
extending from the latter to the arm on the 
wheel-axle. 

3. Id a vehicle, the combination with two 
steering-wheels, pivoted axles on which these 
wheels turi),and an arm projecting outwardly 
from each axle, of a pair of shafts disposed at 
an angle to each other, one provided with a 
worm and the other with a worm-gear, the 
two intermeshed, one of these shafts having 
a handle thereon whereby it is manipulated 
and the other provided with an outwardly-ex- 
tending arm, and rod extending from this 
arm in both directions to the arms oh the 
axles, whereby both steering-wheels are op- 
erated simultaneously by turning the handle 
in one direction or the other. 

4. In a vehicle, the combination with a pro- 
pulsion-axle drums thereon, and belts, ropes 
or chain extending from thesedrums to some 
propelling device, one of said belts crossed, 
of clutch mechanism for controlling these 
drums, and means for operatingsaid mechan-; 
ism from the operator's station on the vehicle, 
substantially as set forth. 

5. In a vehicle, thecombination with a hol- 
low shaft, and a slide therein, of a removable 
handle for rocking or swinging one shaft and 
sliding the other, pivotally secured to its sup- 
port in such manner that the handle 'may be 
raised or lowered without effecting necessa- 
rily, operation of the hollow shaft, or of the 
slide-shafL 

6. In a vehicle, the combination with a 
rock-shaft having brake-shoes thereoii, and a 
worm-wheel on said shaft, of a shaft extend- 
ing at right angles thereto and having a worm 
thereon which engageadirectly :Tith the worm- 
wheel on the rock-shaft, substantially as set 
forth. 

7. The combination with a vehicle, of an 
air-passaged cooling-tank serving also as a 
da-sh and provided to effect collection and cir- 
culation of air through the tank. 

8. In a vehicle, the combination with a 
rock-shaft located in proximity to the opera- 
tor to be operated in controlling the move- 
ments of the vehicle, of a removable, handle 
pivoted to this shaft, and a catch for locking 
the handle, substantially as set forth. 

9. The combination with a vehicle*, of an 
air-passage cooling-tank, serving also as a 
dash and of a hood located at one end there- 



of, and an apron at. the other end to provide 
for collection and 'circulation of air. 

10. In a vehicle, the combination with a 
drive-axle, wheels and drams thei-eon, and 
screws meshing with collar, of a brake, having 
a slotted shank engaging with collar carried 
by screw, for forcing brake in or oat of brak- 
ing engagement. i 

11. The combination with a drive-shaft, 
drive-wheels loose thereon, and a controller, 
of levers provided with slote, having straight 
and curved sides, the latter in the arc of a cir 
cle whose center is the controller, and means 
oonnocting said levers with the controller and 
drive-wheel mechanism, to facilitate bringing 
of drive-wheel in or out of driving engage- 
ment. 

12. In a vehicle, the combination with a pro- 
pelling-shaft, drive-wheels loose thereon, p.nd 
olutoh mechanismfor each wheel, of a con- 
troller, arms connected therewith, wi-ists on 
these arms, levers having curved s'ots there- 
in, extending in one direction and in the arc 
of a circle whose center the controller is, and 
rods extending from these levers to the 
clutches. 

13. In a vehicle, the combination with an 
axle, wheels loose thereon, steering-wheels, 
and a controller, of mechanism for operating 
with the loosely -.mounted wheels and the. 
■steering-wheels and having worm-gear mech- 
anism intersecting or interposed therenpc-i 
whereby to' prevent unfavorable movement of 
the parts connectively concerned with the 
worm-gear mechanism, and to lock, hold, oi 

, eflfect retention of the said parts, in such po- 
sition, or release therefrom as occasion may 
require. 

603,047. WILLIAM H. PiCKERrNG, 

Cambridge, Mass. Motor-Vehicle. Filed 
Aug, 31, 1896. Patented Apr. 26. 1898. 
Serial No. 604,381. (No model.) 

1. In a motor-vehicle a clutch-opeiating 
mechanism consisting of the sliding bars, F 
F'; the clutch-levers / /'/ and means undoi 
the control of the operator for moving eithei 
sliding bar endwise, all combined to operate 
substantially as described. 

2. In a motor-vehicle the combination of 
the water-jacket of the motor; a "reservoir \/ 
supply that jacket elevated above the jacket; 
supply -pipes ;' from the reservoir to the 
jacket and a plurality of upflow-pipesjfrom 
the jacket to the reservoir, the pipes j ar- 
ranged to form a radiatot and thus facilitate 
the oircnlatiou of the water substantially as 
described. 

3. In a motor-vehicle a motor with a casing 
M, with ventiiating-apertures covered with a 
screen composed of small-mesh fabric ?/;, be- 
tween two sheets m' m^ of fabric of a larger 
mesh, substantially as and for the purpose 
specified. 

604,237. GEORGE W. LEWIS, Chica- 
go, III. Motor-Vehicle. Filed June 14, 
1894. . Renewed Oct. 25, 1897. Patented 
May 17, 1898. Serial No. 656,318. (No 
model.) 

This invention relates to improvements in 
motor-vehicles, and more especially to the 
driving connections between the engines oi 
prime moversof such vehiclesand the driving- 
wheels tliereof, by which power is transmitted 
from the formoi" to the latter. 

The invention is more particularly intend- 
ed fof use iiiconoectiou with gas or vapor 
JBUgides, but the principal features thereof 
.may.be employed in connection with othei 
motors. 

The invention consists in the matters h^re 
inafter described, and pointed out in the ap 
.pended claims. 

The driving connections by which motion 
is transmitted f roni the motor to the rear axlo 
emlH-Hootwosoparate speed-changing do vices, 
one being the friction-gear, of which the disk 
■ G forms a part or meniber, and the otl^er a 
toothed or ppur gear, both of said gears being 
controlled by means of hand or foot lovers 
within reach of the operator. The friction- 
gear referred to is nsed in the ordinary run- 
ning of the vehicle for the purpose of varying 
its speed witliin such limits as may be desir- 
able for ordinary purposes, while tho spur- 
gear is employed for giving a considerably 
■ediieod speed with a corresponding increase 
of power, as may be necessary for ascending 
a declivity or in hauling a heavy load or un- 
der othei- similar circumstances. Tho driv- 
ing connections between the- motor and the 
rear axle also include a device applied to the 
rear a.vle for c<iualiaing tho po\yor transmitted 
to tho two driving-wheels thoi-eof, tho com- 
ponnd construction oC the roar ;ixlo above 
referred to being employed as part of sueli 
equalizing device. 

An important advantage is gained by the 
use, in connection with the vehicle driving- 
wheels and a motor or prime mover, of driv- 
ing-^ear embracing a friction speed-chang- 
ing and revei-sing mechanism so constructed 



GEARING. 



as to permit the disconnection of thf> motor 
from tho driving-wheels when desired, to- 
erethorwitha spur-gear speed-changing mech- 
anism interposed between tho friction speed- 
changing find reversing mechanism and said 
driving-wheels, for the reason tbattheepur- 
gear speed - changing mechanisin affords a 
moans of transmitting n^otion to tlio driving- 
whoolsof a character to turn the same slowly, 
hut. with great power when dr-sirr^d, \vhile at 
tho same time the location nf such spur-gear 
speed-changing mechanism at the point in- 
dicated enables the same to beoiisilyshifted 
or manipulated atany time without stopping 
the motor, because the motor may be discon- 
nected from the remaining parts of the gear- 
ing by actuation of the friction speed-chang- 
ing devices, and after this is done the spur- 
^ear speed-charging device can then be op- 
erated as desired, it being obviously imprac- 
ticable to shift such a spur-gear speed-chang- 
ing device during the time driving power is 
oeing transmitted therethrough. It is not, 
however, necessary' that the motion of the ve- 
hicle itself should be stopped in order to en- 
r.ble ^he moving part of the spur-gear speed- 
changing device to be moved or shifted, be- 
cause X have found that as sor.n as the motor 
has been disconnected from the spur-gear- 
ing by operation of the friction devices the 
moving p.-irt of the spiir-gear spced-chang- 
iog device maybe shifted to disconnect it 
from one gear-wheel and connect it with the 
other one, even though the driving wheels 
and gearing connected therewith continue to 
revolve by reason of tho forward movement 
or the vehicle. In other words, the spur-gear 
speed-changing device can be easily manipu- 
lated when the parts thereof are in motion, 
provided that no power is being transmitted 
through them from the motor to the driving- 
wheels. By reason of the advantages ob- 
tained by this construction and relative loca- 
tion of the friction speed-changing and re 
versing mechanism and the spur-gear speed 
changing mechanism thesb parts are hereii 
claimed as part of my invention. 

1. The combination with vehicle driving- 
wheels and a prime mover of a speed-chang- 
ing, reversingand power-disconnecting mech- 
anism comprising a friction-disk, a shaft ex- 
tending across the face of the disk, said shaft 
consisting of two parts or sections connected 
by a universal or flexible Joint and one of 
which sections is mounted in lixed bearings 
on the machine-frame, gearing connecting 
said last-named section of the shaft with the 
vehicle driving-wheel, a pulley mounted on 
the movable section of tnosnaft find movable 
endwise thereon from one side of the disk jte 
the other across the face of the disk, a mov- 
able bearing for the free end of the movable 
section of the shaft, means for giving move- 
ment to the said bearing and an actuating de- 
vice connected with* said pulley for moving it 
endwise oii the shaft. 

2. The combination with vehicle driving- 
wheels and a prime mover of a speed-chang- 
ing,reversing and power-disconnecting mech- 
anism comprising a friction-disk, a shaft ex- 

-tending across the face of the disk, said shaft 
consisting of two parts or sections connected 
by a uulversal or flexible joint and one of 
."which sections is mounted in fixed bearings 
on the machiue-frame, gearing connecting 
said last-mentioned section of the shaft with 
the driving-wheels, a pulley mounted on the 
movable section of the shaft and movable end- 
wise thereon from one side of the disk to the 
other^across the face of the disk, a movable 
bearing for the free end of the movable sec- 
tion of the shaft, an oscillating arm support- 
ing said bearing, means connected with said 
arm for actuating the hearing comprising p 
foot-lever having rigid attachment to said 
arm and an actuating device couneeted with 
said pulley for moving it endwise on the shaft, 
substantiallj'^ as described. 

3. The combination with vehicle driving- 
wheels and a prime mover of driving-gear 
comprising a f riction-d isk and a pulley adapt- 
ed for contact with said disk, amovableshafs 
with which thepnlley has longitudinally-Slid- 
ing but non-rotative connection, a movable 
bearing for said shaft, a spring applied to 
thro\y the shaft away from the friction-disk, 
an actuating-lever for forcing the shaft i;o- 
ward the disk and a locking device acting on 
said lever with sprins-pressure, substantially 
as described. 

4. The combination, Vith vehicle driying- 
wheela and a prime mover, of adrivLng-gear 
comprising a friction speed-changing, revers- 
.ing, and power -diseonnecting mechanism, 
and a spur-gear speed-changing mechanism 
interposed between the said friction speed- 
changing, reversing, and disconnecting mech- 
anism, and the vehicle driving-wheels, sub- 
stantially as described. 

5. The combination with vehicle driving- 
wheels and a prime mover, of driviugconnec- 
tions, comprising a friction -disk, a pulley 
adapted for contact with the face of the disk. 



557 



"which pulley is movable to either sideof the 
center of the same, and h spur-gear speed- 
changing mechanism consisting of an oscil- 
lating frame carrying two pinions, gearing 
driving the same at different speeds, and a 
single gear-wheel adapted to be engaged by 
either pinion, substantially as described. 

G. The combination with vehicle di-iving- 
wheelsand a prime mover, of driving connec- 
tions comprising a friction -disk, a pulley 
adapted for contact with the face of the disk, 
which pulley is movable to either side of the 
cenffM- of the disk and is also movable toward' 
and from tJie face of the disk, and a spui- 
gear speed -changing mechanism consisting of 
an oscillating frame carrying two pinions, 
gearing driving the same at different speeds, 
and a single gear-wheel adapted to be engaged 
by either pinion, substantially as described. 

7. The combination with vehicle driving- 
wheels and a prime ihover, of a driving-geiir, 
comprising a stationary gear-wheel through 
which nwtion is Ivansmitted t<» the driving- 
wheels, an oseilhiting frame, two pinions 
mounted on the frame either of which may 
be engaged with the said gear-wheel by os- 
oillatioa of the frame, and gearing on the 
frame by which one of said pinions is driven 
faster than the other, substantially as de- 
scribed. 

8. A driving-gear comprisin"^ hn oscillating 
frame, a driving-shaft mountedon said frame, 
a pinion attached to said shaft, ashaft carry- 
ing a seednd; pinion, a stationary gear-wheel 
with which either of said pinions maybe en- 
gaged by oscillation of the frame, an interme- 
diate shaft mounted on the frame, and gear 
wheels and pinions attached to said shafts 
whereby motion is transmitted from the driv- 
ing-shaft through the medium of the interme- 
diate shaft to the shaft which carries the sec- 
ond pinion, substantially as described., 

0. 'J'he combination with vehicle driving- 
wheels and a prime mover of a driving-gear 
comprising a friction-disk, a pulley adapted 
for contact with the face of the disk, a shaft 
supporting said pulley with which said pul- 
ley has longitudiual sliding but non-rotative 
connection, said shaft consisting of two parts 
connected by a flexible joint, a movable bear- 
"ng engaging the part of the shaft on which 
the pulley is mounted, an oscillating frame 
in which the other part of said shaft is mount- 
ed, gear -pinions on said frame which are 
driven from said shaft by gearing giving 
greater speed to one pinion than to the other 
and a gearing- whejel with which either of said 
pinions may be engaged by oscillation of said 
frame, substantially as described. 

10. The combination with vehicle driving- 
wheels and a prime mover, of driving con- 
nections comprising a friction-disk, a pulley 
adapted for contact tlierewith, a shaft; with 
which the pulley has longitudinally-sliding 
but non-rotative connection, said shaft con- 
sisting of two parts united by a universal 
joint on one of which parts the pulley is 
mounted, a movable bearing for tho part of 
the shaft oji which the pulley is mounted, an 
oscillatinLr frame supporting the other part of 
said shaft, a piniou on the part of said shaft 
carried by said oscillating frame, a second 
pinion mounted on said frame, gearing on the 
frame by which tho said second x>'uion is 
driven and a gear-wheel with which eillierol 
said pinions may be intermeshed by the ro"k- 
ing of tlio oscillating frame, substantially as 
described. 

■ 11. 'J'lic combination with vehicle driving- 
wheels and a prime mover of a driving-gear" 
comprising a stationary gear-wheel, an oscil- 
lating frame, two pinions mo'inted on the 
frame eitlier of which may be engaged with 
tho gear-wheel, gearing on the frame by which 
one of said pinions is driven faster than the 
other and an actuating-lever attached to the 
said frame and provided with a locking de- 
vice for holding the frame in a desired posi- 
tion, substantially as described. 

12. The combination with vehicle-wheels 
and a prime mover, of driving connections 
comprising an oscillating frame, two pinions 
mounted on the frame, gearing driving said 
pinions at different speeds, a gear-wheel with 
which either of said pinions maybe engaged 
by oscillation of the frame, a friction-disk, a 
pulley adapted ior contact with the face of 
the disk, a shaft with which said pulley has 
longitudinally-sliding but non-rotative con- 
nection, said shaft consisting of two parts 
united by a flexible joint one of which parts 
is mounted in said oscillating frame, a mov- 
able bearing for the part of sftid shaft which 
carries said pulley, an actuating-lever con- 
nected with said bearing for moving the same, 
a spring applied to throw the pulley away 
from the disk [tnd a locldng device for engag- 
ing the actuating-lever to hold the pulley in 
contact with the disk, said locking device em- 
bracing a spring by which the actuating-lever 
is held with yielding pressure, substantially 
as described 



558 



13. The combination witli vehicle driving- 
wheels of a prime Diover, the crank-shafJ 
of wliicb is arranged at right angles with the 
axis of rotation of the driving-wheels, a fric- 
tion-disk mounted on said shaft, a friction- 
pnlley adapted for contact with the face ol 
the disk, a shaft with which said pulley ha.-; 
longitudinally-sliding but non-rotative con- 
nection, said shaft being arranged parallel 
with the axis of rotation of the driving-wheels 
and movable toward and from the face of the 
disk, a spur-gear speed-changing device em- 
bracing an oscillating frame adapted to ro- 
tate or swing on a horizontal axis parallel 
withtheaxis of rotation of the driving-wheels, 
gearing connecting said speed-changing de 
vice with the driving-wheels, substantially 
as described. 

l-i. The combination with vehicle driving- 
wheels and a prime mover, the crank-shaft 
of which is arranged at right angles with the 
axis of the driving-wheels, of a friction-disk 
attached to said shaft, a pulley adapted for 
contact with the face of the friction-disk, a 
horixoutal shaft with which said pnlley lia.s 
sliding bat non-rotativo engagcmeut, said 
shaft being movable toward and from the 
disk, an actnating-lover for moving the pul- 
ley endwise on the shaft, an actuating-lever 
for moving- the shaft toward and from the 
disk, an oscillating frame carrying two pin- 
ions, gearing on the frame actuated by said 
shaft and driving said pinions at dilferen' 
speeds, a gear-whcol with which cither of saic 

T)inions may be engaged by oscillation of said 
frame, an actiialing^- lever attached to the 
frame for moving the said frame, and a gear- 
wheel on the driving-wheel axle intermesh- 
ing with said gear-wheel last mentioned, sub- 
stantially as described. 

15. The combination with vehicle driving- 
wheels, a frame and a prime mover, of a re- 
volving axle through which motion is trans- 
mitted 10 the drivijjg-wheel, and bearings for 
said axle coraprisinga shell or casing attached 
to the vehicle -frame, antifriction - rollers 
"mounted in said shell and engaging the up- 
per surface of the axle-bearing, pins foi- the 
rollers resting in sockets in the frame, a cap 
holding the axle in place in the bearing, and 
flanges-or (dollars on the axle bearing against 
the side faces of the rollers and the cap, sub- 
stantially as described. 

36. The combination with vehicle driving- 
wheels, a frame and a prime mover, of an axle 
t.hrongh_ which motion is transmitted to the 
/I riving- wheals, bearings for the axles located 
beneath tlie frame, bolts for connecting the 
said bearings with the frame, said bolts be- 
ing arranged vertically and passing loosely 
through the said bearings, and coiled springs 
interposed between the bearing-boxes and 
tiie frame, substantially as described. 

17. The combination with a vehicle-body, 
driving-wheels at the rear of the body and a 
motor for actuating driving-wheels, support- 
ing-wheels in front of the body, an axle for 
the same pivotally connected with the body, 
and a steering-gear comprising a transverse 
shaft provided with two drums, ropes con- 
necting the axle with the drums, and means 
■for tnrning said shaft on which the drums are 
mounted, one of said drums being adjustably 
connected with the shaft whereby the ropes 
may be tight-ened, substantially as described. 

604,332. GEORGE W. LEWIS, Chi- 
cago, 111. Vehicle Motor. Filed Jan. 
31, 1895. Renewed Oct. 25, 1897, Pat 
ented May 17, 1896. Serial No. 656,319. 
("No model. 1 

This invention relates to power-driven ve 
hiclos of that class which are actuated by gas- 
engines, ste.'im -engines, or other similar mo- 
tors, and more especially to the driving or 
actuating connections of such vehicles by 
which power is transmitted from the recipro- 
cating pistons of the prime mover to the driv- 
ing-wheels. 

1. The combination with vehicle driving- 
wheels and a prime mover, of a friction driv- 
ing-gear compi'ising a shaft which is actuated 
by the prime mover, two frlct ion-pulleys of 
different sizes on said shaft, a second shaft 
arranged parallel with the first shaft and 
movable laterally toward and from the same, 
two friction-pulleys on the second shaft which 
a?6 movable in a direction endwise of the 
shafts relatively to the pulleys on the first 
shaft, the pulleys on the two shafts being lo- 
cated at different distances apart and means 
applied to the second shaft forgiving lateral 
movement to the same, substantially as de- 
scribed. 

2. The combination with vehicle driving- 
wheels and a prime mover of a friction driv- 
ing-gear, comprising a shaft which is actuated 
by the prime mover, two friction-pnlleys of 
different sizes on said ehaftj a second shaft 
arranged parallel with the first shaft and 
movable laterally toward and from the same, 
twofrittUon-pulleys mounted to slide endwise 



GBARING 

on the second* shaft and rigidly connected 
with each other and means applied to move 
laterally the second shaft, substantially as 
described^ 

3. The combination with vehicle driving- 
wheels and a prime mover of a friction driv- 
ing-gear, comprisinif a shaft which is actuated 
by the prime mover, two friction-pulleys of 
different sizes moun(ed on said shaft, a sec- 
ond shaft arranged parallel with the first 
shaft and movaole laterally toward and from 
the same, two friction-pnlleys mounted to 
slide endwise on said second shaft actuating 
means connected with said pulleys for moving 
them endwise on the shaft and means applied 
to the second shaft for giving lateral move- 
ment to the sfime, substantially as descrilwd. 

4. The combination with vehicle driving- 
wheels and a prime mover of a friction driv- 
ing-gear, comprising a shaft wiich is actuated 
by the prime mover, two friction-pulleys of 
different sizes mounted on the said shaft, a 
second shaft arranged parallel with the first 
shaft and movable laterally toward and from 
same, two friction-pulleys arranged to slide 
endwise on said second shaft and rigidly con- 
nected with each other, and means for mov- 
ing said pulleys on the shaft, comprising an 
oscillating arm connected with a ring which 
engages a groove' in the hub of one of the 
pulleys, a hand-lever and a connecting-bar 
nniting the hand-lever with said oscillating 
arm, substantially as described. 

6, The combination with vehicle driving- 
wheels and a prime mover, of a friction driv- 
ing-gear, comprisinga chaf t which is actuated 
by the prime mover, two friction-pulleys of 
different sizes mounted on said shaft, a second 
shaft arranged parallel with the firsii shaft 
and movable laterally toward and from same, 
two friction-pulleys on said second shaft 
which are movable reb-tively to the pulleys 
oil the first shaft, a laterally-movable bearing 
for one end of said second shaft, an upright 
arm at the free end of which said bearing is 
att^aohed, aad an actuating device connected 
with said bearlog for giving lateral movement 
with the said second shaft, substantially as 
described, 

6. The combination with vehicle driving- 
wheels and a prime mover of a friction driv- 
ing-gear, comprising a sh?-ft which is actuated 
by a prime mover, t^o friction-pulleys of dif- 
ferent sizes mounted thereon, a second shaft 
arranged parallel with the, first shaft "and 
movable laterally toward and from the same, 
two fritetion-pulleys on said second shaft 
which are movable relatively to the pulleys 
on the first shaft a movable bearing for one end 
of the said second shaft and means connected 
with B&id, movable bearing for shifting said 
shaft laterally, consisting of a rock-shaft pro- 
vided with a crank-arm which is connected 
with said bearing and with an actuafing-leycr 
and a spring applied to one of said bars to 
throw the second shaft away from the first 
shaft, substantially as described. 

7. The combination with vehicle driving- 
wheels and a prime mover of a friction driv- 
ing and brake gear, comprising a shaft which 
is actuated by a prime mover, two friction- 
pnlleys of different sizes on said shafts a 
second shaft arranged parallel with the first 
shaft and movable laterally toward and from 
the same, two friction-pulleys of different 
sizes mounted on the second shaft and mov- 
able relatively to the pulleys on the first shaft, 
a friction -strip an-anged parallel with the said 
ihafts in position for contact therewith of 
the larger of the pulleys on the second shaft 
^nd means for giving lateral movement to 
said second shaft, substantially as depcri bed. 

8. The combination with vehicle driving- 
wheels and a prime mover, of a friction driv- 
ing and brake gear, comprising a shaft which 
is actuated by a prime mover, two friction- 
pulleys of different sizes on said shaft, a sec- 
ond shaft arranged parallel with the first 
shaft and movable laterally toward and from 
the same,two friction-pulleys of uifferent sizes 
mounted on the second shaft and movable 
relatively to the pulleys on the first shaft, a 
friction-strip arranged parallel with the said 
shafts in position for contact therewith of the 
larger of the pulleys on the second shaft, a 
laterally-movable bearing for one end of said 
second shaft and means for moving laterally 
the second Bhaft, compriaiog a rock -shaft 
provided with a crank-arm which isconnected 
with the bearing and providod also with two 
loot-levers, one for throwing the friction-pul- 
leys into engagement with each other the 
otlier for throwing the larger friction-pulley 
into contact with the said friction-strip, snb- 
Htantially as described.' 

9. The combination with vehicle driving- 
wheels and a prime mover, of a combined fric- 
tion jpud spurgeAi' driving device, comprising 
a shaft which is actaated by the prime mover, 
two friction-pulleys of different sizes on said 
shaft, a second shaft arranged parallel with 
the first shatt and movable laterally toward 
and from the first shaft, two frictionrpuUeys 
OD the said second shyiff which are movable 



relatively to the pulleys on the first shaft, a' 
third' shaft having operative eonneetion with 
thedriving-wheelSjtwospiir-gearsof different 
sizes on said third shaft, two spur-gearjj of 
different sizes mouut'ed on said second shaft 
and inovable relatively to those on the^ third 
shaft and means forgiving lateral movement 
to said spur-gears on the second shaft, sub- 
stantially as described. 

10. The combination of vehicle drlving- 
M'heels and a prime mover of a combined fric- 
tion and spur gear dri ving device, comprising 
a shaft which is driven by the prime mover, ■ 
two friction-pulleys of different sizes on said' 
shaft, a second shaft arranged parallel with 
the first shaft and movable both laterally and 
endwise, two friction-puUeysofdifferentsizBS 
mounted to move endwise on the second shaft, 
a third shaft having operative connection 
with the driving-wheels, two spur-gears of 
different sizes on said third shaft two spur- 
gears of different sizes secured to the second 
shaft and adapted- for engagement with the 
spur T gears on the third shaft by endwise 
movement of said second shaft and means for 
givingendwisemoveraenttosaideecondshaft, 
substantially as described, 

11. The combination with vehicle driving-- 
wheels and a prime mover, of a combined fric- 
tion and spur gear driving device, compris- 
ing a shaft which Is driven by the prime' 
mover, two friction-pulleys of different sized 
on said shaft, a second shaft arranged paral- 
lel with the first shaft and movable both end- 
wipe and lateralIy,two friction-pulleys mount- 
ed to slide endwise on said second shaft, said 
pulleys being rigidly connected with each 
other, a third shaft having operative connec- 
tion with the driving-wheels, two spur-gears 
of different sizes on said third shaft, two spar- 
gears of different sizes rigidly attaclied to said 
second shaft, a laterally-movable bearing for 
one end of said second shaft, an actuating- 
levor connected with said movable bearing 
forgiving lateral movement to the said second 
shaft, an actnating-lever connected with said 
pulleys on the second shaft for moving them 
endwise on said shaft and an actuating-lever 
connected with said second shaft for giving 
endwise movement to the latter, substan- 
tially as described. 

12. The combination of vehicle driving- 
wheels and a prfme mover, of friction driving 
and reversing gear, comprising a shaft which 
is actuated lay the prime mover, a second 
shaft arranged parallel with the first shaft 
and movable toward and from the same, two 
friction- pulleys of unequal sizes on the first" 
shaft, two friction-pulleys of different fijaes 
mounted on the second shaft and movable 
thereon relatively to the p^illeys on the first 
shaft, gearing connecting said second shaft" 
with the driving-wheel, means applied to the 
said second shaft for moving it toward and 
from the first shaft and a laterally-movable 
reversing- pulley adapted for contact with 
said friction-pnlleys for reversing the direc- 
tion of rotation of the second shaft, substaa- 
tially as described. 

13. The combination with vehicle driving- 
wheels and a prime mover, of a friction driv- 
ing and revei-sing gear, comprising a shaft 
which is actuated by tt^e prime mover, a sec- 
ond shaft arranged parallel with the first 
shaft and movable toward and from the same, 
friction-pulleys on said shafts, a laterally- 
movable reversing-puUey, a shaft on which 
said reversing-pniley is mounted, a pivotal 
arm affording a bearing for one end of said 
reversing-pulley shaft and means for giving 
lateral movement to the reversing- pulley, 
comprising a lug or projection on said pivoted 
arm provided with a holding-notch and a rock- 
shait provided with a cam-arm adapted for 
engagement with said lugor projection, sub- 
stantially as described. ^. 

,^ 
604,754. CHARLES T. HILDER- 
BRANT, Decatur, 111. Driving Mechan- 
ism. Filed July 23, 1896. Patented May 
31, 1898. Serial No. 600,223. (No mod- 
el.) 

My invention relates to mechanism for 
transmitting power from a motor or other 
source of power to the wheels of a vehicle; 
and it has for its object to provide improved 
driving mechanism for this purpose which 
will permit of changing the speed of the ve- 
hicle without changing the speed of the mo- 
tor and whicli will be an improvement upon 
driving mechanisms of this class in other re- 
spects to be hereinafter pointed out. 

"1. The combination with a traction-wheel, 
a friction-disk, and means for rotating said 
disk, of a shaft 10, a pair of wheels mounted 
thereon and bearing against said disk, racks 
for moving said latter disks, and a vertically- 
movable pinion adapted to be moved into en- 
gagement with said racks to adjust said lat- 
ter wheels, substantially cs described. 

2. The combination with a traction-wheolj 
of a pair of friction-disks, meansforrotuting 
said disks, a wheel whichii bears against the 
opposite faces of said disks, means for driv- 



GEARING. 



359 



ini<ejaidtnictioQ-wbcol from sAidlnlior wheel, 
nnh beveled disks 2S for aujusLing said disks 
toward and from each other, snUstantially as 
described. 

3. The combiDatlon with a drive-disk, of a 
wheel which bears aijaiiist orte face of said 
disk and is driven thereby, and adjustable 
disks bearing against tlie outer face of eaid 
drh^e-disk near its periphery, snbstautially 
as described. 

4. The combination with a drive-disk, of a 
wheel which bears against one face of said 
disk and is driven thereby, and beveled disks 
bearing against the outer face of said drive- 
disk near its iieriphery, said beveled disks 
being adjustable radially of said drive-disk, 
substantially as described. 

5. The combination with a tract ion -wh eel ; 
of two friction-disks geared together, means 
for rotating said disks, an interposed wheel 
bearing against the inner faces of said disks, 
independentdeWctiS bearing against the outer 
faces of said disks near their peripheries for 
adjusting said disks toward each other, and 
means for driving the traction-wheel from 
said interposed wheel, substantially as do- 

. Bcribod. 

605,243. HENRY R. BIRD, Buffalo. 
N. Y. Motor-Carriage. Filed Mar. 8, 
1897. Patented June 7. !89S. Serial No. 
626.434. (No model.) 
Mv invention relates to an improved means 
for propelling a horseless carriage and for 
starting, stopping, revei-sing, or regulating 
the speed of the same without in any way in- 
terfering with the motion of the driving-en- 
gine; and the object of my invention is to 
simplify and cheapen the construction there- 
of, to provide an efficient means for trans- 
mitting the power of the driving-motor, an 
easily-controlled steering device, supplemen- 
tary spring mechanism for gustainiug the on- 
giueandoperating mechanism, spring devices 
for limiting the upward movement of the eo- 
gino and operating mechanism, and means 
for adjusting said devices to regulate their 
limiting movement. 

1. In A motor-carriage, the combinaliini ol" 
the operating-motor, :iii arm adapted to bo 
vibrated by said motor; a pawl-arm niid 
toothed driving-wheel moiuited on the same 
shaft, a pawl nionntcd on the pawl-arm and 
capable of a rotjiting and a vcrtioal move- 
ment and having its upper end pivoted to a 
slotted bar and its lowyr cud in engagement 
with the driving-wlieel, a vertically-niovablo 
bar having its lower end connected by a pin 
with the slot in tlio slotted bar and its upper 
end provided with a handle, and a connec- 
tion between theVibratile arm and the pawl 
arm for opcrathig thepawi-aiiii.as set forth. 

2. In a mofor-carriage, the combination of 
a vibratilc arm pivoted to a support on the 
carriage-frame, a motor for giving it a uni- 
foim vibrating movement, a toothed driving- 
wheel an arm mounted. on said driving-wheel 
sliaft.and carrying a pawl adapted to engage 
rtitli the teeth in said driving-wheel, means 
for keeping the pawl in engagement with a 
yielding force, a connecting-arm pivotally 
connected with t!ie pawl-arm and having its 
opposite end pivoted to a sliding piece adapt- 
ed to slide up or down on the yibratile arm, 
aud'ineaus for uiovinjj its pivotal center on 
the slidingpieceina line with the pivotal cen- 
ter of the vibratilearm,and thereby stopping 
the vehicle, or moving itfrom the pivotal cen- 
ter of the vibratile arm,-for the purpose of 
varying the speed of the vehicle, as above set 
forth.. 

' 3. In n. motor -earrfage, the combination 
with the motor and mechanism for operating 
the pawl-arm, of -a pawl-arm and toothed 
driving-wheel mounted on the same shaft, a 
pawl aiounied on the pawl-arm and capable 
of a rotating and a" vertical movement and 
having its upper enef pivoted to aslottedbar 
ftnd its lower, end in engagement with the 
driving-wheel, a vertically-movable bar hav- 
ing its lower end connected by a pin with the 
slot in the dotted bar and its upper end pro- 
vided with a handle, for tho iJurposes de- 
scribed. 

4. In a motor- carriage, the combination of 
a vibratile arm pivoted to the supporting- 
frame, a motor and means for operating said 
arm, a toothed driving-wheel, a pawl-arm 
mounted on the same shaft with thedriving- 
^hcclandcarryingapawl in engagement with 
the leoth iasaia driving-whcol, a connecting- 
arm pivotally connectod with the vibratile 
arm and the pawl-arm, and means within 
i-each of the operator for lifting said pawl 
out of cngagementwith the teeth in the driv- 
ing-wheel and therebyinstantly stopping the 
pi-opelling force of the vehicle. 

5. In a niotor-cari-iage, tho combination of 
a vibratile arm pivoted to tlic support ou the 
supiWTting- frame, a motor and connectiDg 
means for operating said ami, a toothed driv- 
iUg-whecl, a pawl-arm carrying a pawl adapted 

. to engage witfi the teeth on said dri vins-wheel . 



and mounted on IhesainesliJiftthmewith, and 
an arm pivotally connecting it with the vibra- 
tile arm, a rod estonfling up from said pawl 
above tlie pawl-arm and pivoted to a slotted 
bar, a vortical \mr provided with a handle, 
mounted in bearingsso itcau be moved easily 
up or down or turned therein, and connected 
with the slot in said slotted b,ar by a pin, and 
means for securing it when turned and set for 
'either a forward or bnckrt.ird movement of 
tho carriage, as above described. 

(■>. In a motor- cai'iiage, the combination 
with the supporting-frame, theoperatieg-mo- 
tor having its shaft provided wiMi a crank de- 
vice and the rear wheels of the carriage and 
their shaft, of a vibratile arm pivoted at or 
near its npper end to the frame and having a' 
longitudinal slot at or near its lower end in 
which the crank device is supported and trav- 
els, a spurgear-wheel rigidly mounted on ihe 
rear-wheel shiift, a shoi-t supplementary shaft 
journaled upon the frame, a spur gear-wheel 
also mounted upon said suiiplomentary shaft, 
and adapted togearwith the gear-wheel open 
the main shaft, a second gear-wheel mounted 
upou the supplementary snaft, a forked arm 
adapted to fit ov'^er each side of the gear-wheel 
and pivotally mounted on the supplementary 
shaft sons to swing thereon, a pawl supported 
by said forked arm and adapted to engage 
with the teeth in thegear-wheel, aconnecting- 
rod pivoted at or near tho top of the forked 
arm, a spring to give a slight amount of elas- 
ticity to the forward thrusts «f said arm, a 
slideway portion at the opposite end of the 
con nect i ng-rod adapted to fit the vibratilearm 
and means for longitudinally moving said 
sHdoway upon the vibratilearm, as set-forth. 

7. In a motor - carriage, the combination 
with the supporting-frame, the operating-mo- 
tor, and the wheels.oC the carriage, of a vi- 
bratile arm pivoted at one end to the frame 
and connected at the other to the motor-crank, 
a shaft journaled in the frame, a gear-wheel 
connected with the carriage-wheels, a pawl 
having a beveled lower end forming adriving 
edge on one side, a supporting device for said 
pawl, swingingpivotally from thegear-wheel 
shaft, means for nominally holding said pawl 
driving edge in engagement with the gear- 
wheel, a connecting-rod pivoted to the nxjper 
end of the supported device, a slideway on 
the opposite end of saidVod ad apted to fit and 
move longitudinally on the vioratile arm, an 
arm within reach of the operator for moving 
said rod and slideway portion upon the vibra- 
tile arm to vary the length of the strokes of 
uhe connecting-rod and thirebvvarvthesneed 

of the carriage, and an arm within reach of 
the operator for disengaging the pawl frou, 
thegear-wheeland thereby stopping the trans- 
mission of power, orfordisengagingand half- 
rotating the pawl, tc revei-solhe rnnning di- 
rection of the carriage, as set forth. 

8^ Tn a motor-carriage, the combination of 
a slotted vibratile arm pivoted to a support 
on tho carriage-frame, an operating -motor 
having a crank-arm adapted to slide in the 
slot in the vibratile arm for imparting a uni- 
form vibrating movetnent to said arm, a driv- 
ing-wheel, an operating-ann mounted on said 
driving-wheel shaft and carrj'ing a device 
adapted to detachably engage with tho driv- 
iug-whfeelj means for keeping said device in 
engagement with a yielding force, a connect- 
ing-arm pivotally conneoted with the operat'- 
irig-atm and having its opposite end pivoted 
to a sliding piece adapted to slide up or down 
on the Vibralile arm^ means for moving its 
pivotal center on .the sliding piece in a line 
with the pivotal center of tho vibratile arm, 
and thereby stopping the movement of the 
operating-arm, or moving itfrom the pivotal 
center of the vibrating arm, for the purpose 
of varying the speed of the vehicle, and means 
for disengaging the operating-arm a»id its de- 
vice from or changing its position thereon and 
thereby stopping the transmission of power or 
reversiiig the running direction of the car- 
riage, as set forth. 

9: The combination with the supporting- 
f fame, the ope.atiug-motor and its shaft, and 
the driven wheels of the carriage, of a Vibra- 
tile arol swinging from a pivot on the support- 
ing-frame aud having a stui in which the crank 
of the operating motor-shaft is sustained and 
travels, a too thed-gear-'v heel, a pawl-arm pro- 
vlded with a pawl having a beveled lower end 
forming adr,ivingedgeon one side, a rod con- 
necting said pawl-arm to the vibratile arm .to 
'.ibrate the same and means for rotating .tlie 
pAtt'l to present its driving edge to one side 
01* tho otherof the teeth on the genr-wheel, as 
set fofth. 

10. In 1i motor - carriage, the combination 
With the supporting- frame, the operatlag-mo- 
tok*,jaUd tho wheels of the carriage, of an arm 
vibrated bythe operating-motor, a gear-wheel 
in coiinec ion with the driven wheels of the 
oarriajje, a swinging arm having a pawl en- 
^glng with (he gear-wheel, a connecting-rod 
between the vibratilearm and an arm within 
reach of the operator for vaiying the position 
of the coanectiiiff-iod with respect to the Vi: 



bratod arm to lengthen or shorten the strokes 
oiE the swinging arms and correspondingly In- 
cf^se or decrease the Speed of tho cai^-fftge, 
as set forth. 

11. In a motor - catriage, the combination 
with tho carriage body and frame,, of a shaft 
TOtHtably -Tupported iu the frame, and pro- 
vided with a SL^ering-whcei at its upper end 
and A bevel-gen r^ai: or near its lower end, A 
screw-bar unrotatably supported while free 
to move loncitudinally, a be .'ol-gcar hold in 
engagement with the bovcl-goar on the shaft 
wnd ongagingwith tho screw-tjirend on the 
bar to control the longitudinal iiiuv*'intini of 
>*aid bar, and rods connecting said screw-bar 
with the front wheels to steer the velticle, as 
set forth. 

12. In a motor-carriage, tho conibinahou 
with the carriage and its frame, of a steering- 
wheel .'*haf t mounted in suitable bearings near 
the rear of the cai-riage and carryinga steer- 
ing-wheel at its top and a bevel gear-wheel at 
its foot, a screw-bar mounted in boxes In 
a substantially horizontal position, provided 
with a screw-thread on aportion of its surface 
and adapted to move "Ijack and forth in iis 
bearings without turning therein, a bovoi 
gear-wheel in onj^agement with tho bevel gear- 
wheel at the foot of the steering-wheol shaft, 
mounted on said screw-bar and in engage- 
ment with the screw-thread thereon, moans 
for preventing it from moving longitudinally 
in its bearings while free to rotato, a connect- 
ing-rod having oue end pivoted tothescrow- 
bar, and its opposite end pivoted to a trans- 
verse bar centrally pivoted to the under side 
of tho carriage -frame, two short a.<le-bars 
pivoted to the. frame, front wheels i-otatably 
mounted on the outer ends of said axle-bai-s, 
and connecting theends of thetran.svoisobav 
with tho axle-bars for turning them, and 
thereby steering the vehicle. 

13. In ft motor-carriage, the combination 
with the frame of two short axle-bars pivot- 
ally sustained by the front portion of said 
frame, the front wheels i-otatably mounted 
at the outer ends of said bars, a transvei-se 
bar centrally pivoted t«3 tho frame, reds con- 
aectlng tho ends of said bar with tho inner 
ends of the axle-bars, a bar having a periph- 
eral screw-thread mounted at or near tho reai* 
of the frame and having a longitndinal move- 
ment only, a rod connecting tho front end of 
said screw-lhroaded bar with the transverse 
bar, a gear-wheel engaging with the screw- 
thread upon said bar, and means within reach 
of the operator for lotating said gear-wheel 
and moving the screw- threaded bar longitu- 
dinally, as set forth. 

14. In a motor -carriage, the combinatibn 
with the frame, of two short axle- bars pivot' 
ally sustained by tho front portion of said 
frame, the fi^ont wheels rotatably mounted at 
the outer ends of said bars, a transvorae bar 
centrally pivoted to the frame, rods connect- 
ing the ends of said bar with the inner ends 
oC the axle-bare, a bar having a peripheral 
screw-thread mounted at or near the rear of 
the frame aud having a longitudinal move- 
ment only, a rod connecting the forward end 
of said a3rew-threaded bar with the tranvorse 
bar, a bevel gear-wheel engaging with tho 
screw-thread upon the bar, and an arm within 
control of tho operator and provided with p 
be\"elg6ai'-wheel meshing with the bevel gear- 
wheel engaging with the screw- thi-oaded bar, 
as set forth. 

15. In a motor -carriage, tho combinalioo 
with the frame and llic steering-wheels, and 
their supporting -axles, of a peripherally- 
sciow -threaded bar, uurolJitably suppoj-tcd 
Uy said frame while freo to move longitudi- 
nally, devices connecting said b;*r to the axles, 
a bevel gear-whefij inclosed witJiin the frame 
portion supporting the screw -threaded bar 
and having an interiorly -screw -threaded 
opening encircling the screw-bar and adapted 
to engage with Lhescrew-tliread thereon, and 
an operating-rod provided at its lower end 
with a bevel gear-wheel meshing with the geai-- 
wheel encircling tho screw-bar, as set forth. 

IC. In a motor -carriage, the combination 
with the frame, of two short'front axles piv- 
otally supported at their ends by said frame, 
wheels journaled at tlic outer ends o^ said 
axles, a transverse bar pivoted centrally to 
tlie frame, rods connecting the bar to the 
axles, a peripherally-screw-threadcd bar, un- 
1 otataMy .supported by said frame while free 
to move longitudinally, rods coriuectingsaid 
screw-bar to the transverse bar, a bevel gear- 
wheel inclosed within the frame portion sup- 
porting the screw-threaded bar and having 
an internally -screw- threaded opening en- 
circling the screw-bar, and adapted to engage 
with the screw-thread tliereon and an oper- 
:\ting-rod provided with a hand-wheel at its 
upper end aud at its lower end with a bevel 
gear-wheel meshing with the gear-wheel en- 
circling tho screw-bar, whereby the rotation 
of tho hand-wheel upon tho operating-rod in 
eitliHr direction will causo its gear-wheel to 
rotate the gear-wheel encircling tho screw- 
bar, and thereby mo\e the screw-bar back- 



560 



GEARING. 



wara or for vvarO according to the direction of 
"the rotation, and tjirongh the connecting-rod 
move the tratisverse bar upon its central 
pivot and correspondinglj^the front axlos and 
wheels, thereby steering the carriage, as set 
forth. 

17. lu a motor -carriage the combination 
with the front wheels, of a carriage, of two 
short axle -bars supporting the said front 
wheels, a brace extending down from the 
bolster and laterally each way in which the 
lower extension portions of the axle-bars are 
pivoted, two connecting-rgds ^ach having one 
end pivoted to a horizontal axie-bar and their 
opposite ends pivoted to a.trausverse bar piv- 
oted centrally to the machinery platform, a 
connecting-bar pivoted to one end of the 
transverse centrally-pivoted bar and having 
its opposite end pivoted to a screw-bar cai"- 
rying a bevel gear-wheel mounted in a sup- 
port so that; white it cannot move backward 
or f orwaixl i t is free to i-otate, a vertical steer- 
ing-bar mounted in suitable bearings and 
having at its top a hand-wheel and at its foot 
a bevel gear-wheel in engagement with tho 
bevel gear- wheel on the sc:ew-bar,aaset forth. 

IS. In a motor-carriage, the combination of 
a steering-wheel shaft mounted in suitable 
beai:ings near tlie tear of the carriage, and 
carrying a steering-wheel at its. top and a 
bevel gear-wheel at its toot, a screw -bar 
luonnted in boxes in a substantially liorizon- 
tal position, provided with a screw-thread on 
a portion of its surface and adapted to move, 
back and forth in its bearings without turn- 
ing therein, a bevel gear-wlieel in engage 
ment with the bevel gear-wheel at the foot of 
the steering-wheel shaft, mounted on said 
serew-baraud in engagement with the screw-, 
thread thereon, means for preventing it from 
moving longitudinally in its l^arings while 
free t'o- rotate, a connecting-rod having ono^ 
end pivoted to the screw-bar, and its oppo- 
site end pivoted to atransvei-scbarcentrallj' 
pivoted to the under side of the carriage- 
frame, and coniiecting-rods connecting the 
ends of the transverse bar with the front 
wheels for turjiing thorn and thereby steer- 
ing tho vehicle. 

1!>. In a motQji'- carriage, the combination, 
with tlfQ front wheels of a carriage, of two 
short axle-bars carrying tho front wliecls; 
each provided With an upper and lower piv- 
otal extension, ball-bearings in the upper ex- 
tensions upon which the ends of tho bolster 
rest and are pi votally secured, a brace extend- 
ing down from the bolster and laterally each 
way in which the lower extension portions of 
the axle-bars are pivoted, and mechanism piv- 
pted to tho inner-ends of the axle-bai's and 
having pivotal connections with the steeriag 
mechanism, for operating the twof rout wJieels 
simultaneously and thereby stooring the car- 
riage* 

20. In a motor -carriage, the combination 
with the front wheels of a carriage, of two 
short axte-bars carrying the front wheels, 
each provided with an upiper and lower piv- 
otal exj^nsion, ball-beai-ings in the upper ex- 
tensions u-pon -which the ends of tho bolster 
rest and-are pivotally secured, a brace extend- 
ing down from the bolster and laterally each 
way in which the lower extension portions of 
the axle-bars are pi voted, two connecting-rods 
each having one end' pivoted to a horizontal 
axle-bar and their. opposite ends pivoted to a 
transverse bar pivoted centrally to the ma- 
chinery platform, aconuecting-barpivoted to 
one end of the transversa centrally-pivoted 
bar and having its opposite end pivoted to a 
screw-bar carrying a bevel gear-wheel mount- 
'ed in a support so that while it cannot move 
forward or back it is free to rotate, a vertical 
steering -bar mounted in suitable bearings 
and having at its top a hand-wheel and' at its 
foot a bevel gear-wheel iu engagement with 
ihe bevel- wheel on the screw-bar, as set forth. 

21. In a motor -carriage, the combination, 
with the engine and its supporting-platform, 
of spring mechanism for limiting the upward 
movement of said engine and platform and 
means for adjusting said spring mechanism 
to regulate its limiting movement. 

22. Iu a. motor -carriage, the combination 
of the carriago-lK)dy, its- supports, springs in- 
terpose*! between said carriage-body and said 

support, tho operating-engine, an independ- 
ent supplemental^ support for said engine, 
springs interposed between said engine-sup- 
port and the carriage-support, and an india- 
vubber cushion interposed l>otwcon the en- 
gine and its support to deaden and partially 
prevoutthe transmission of the sound and vi- 
^ bration of the engine. 

2'.i. In a motor -carriage, the combination 
with the engine, its supporting- platform 
and springs interposed between said eng^t 
and supporting-platform of supDlomontary 
sin-ings forJimitingthc upward nroVomoui ol 
said engmc and supporting- plattoriu,. .and 
meai^s toad iiTst said springs to regulatb thcii 
limiiing niuVemont. 

24. In a motof-carriage, tho combination 
of tho on-line ami its supporting-platform, n 



layer of i ud ia-i-ubbor between said engine and 
its supporting-platform, and springs for lim 
itingthoupward movement of said engine an('. 
platform. 

25. In a motor -carnage, the combination 
with the engine, its supporting-platform and 
the rubber cushion interpose*! between said 
engine and supporting-platform, of supple- 
mentary springs for limiting the. upward 
movement of said engine,. and supporting- 
platform. 

20. In a niotor- carriage, tho combination 
with tho engine, its supporting-platform and 
the rubber cusliion intorposed between said 
engine' and supporting-platform, of supple- 
mentary springs for limiting the upward 
movementofsaidengineandsuiipoi'ting-plat- 
form, an^ means to adjust said springs to 
regnlate;Eheir limiting movement. 

27, In a motor -carriage, the combination 
, with the semi-elliptic springs, secured below 

the bolsterand supporting-frame, upon which 
the frame or platform for supporting the en- 
gine and operating mechanism rests, of a bolt 
extending up from tho lower spring and bol- 
ster and up above the top.of the supporting- 
frame, a spiral spring rostingou said support- 
ing-frame and over said bolt, and :». nut for 
readjusting said springs. 

28. In a motor -cartiage, the coihbination 
with tho engine, its supporting -platform 
and springs interposed between said engine 
and supporting-platform of RUpplement«vy 
Springs for limiting tho upward movement of 
SHid engine and supporting-platform, and 

moans to adjust said springs to regulate it? 
limiting moi-emont. 

20. A motor-carriage, cpmpri.sing tlm Imdy 
provided with removable cud, siilc niul top 
portions, an operating-motor supported upon 
springs within said bod}*, the enrriage-sup- 
porting franio and running-gear .and springs 
interposed between said frame and gear ^nd 
the cari'iagc-body. 

30. A motor -carriage, cbmpri.siug a car- 
riage-body formingan inclosing case, a motor 
within said case, a motor-supporting frame, 
springssupportingsaid supporting-frame and. 
means for allowing a slight backward or for- 
ward movement to said springs, as set forth. 

31. A motor-carriage, comprising tho car- 
riage-body, its support, the operating -ina- 
chinoi;^, an indoppndcnt support for said nia- 
chinory, and springs uiterposcd between said 
independent support' and tho carriage-sup 
port, jneans for allowing a slight backward 
orfonvard movement to said .springs and .^lUp- 
plomentnl springs for limiting the upward 
nioven(ent of said independent support. 

32. A motor-carriago, comprising the car- 
riage-body, its support, the opci-ating-motor, 
an independent support for saixl mptor, dou- 
ble-acting springs for restraining said inde- 
pendent support with a spring force in .both 
an upward and dowiiward direction, incans 
for regulating said springs and means for al- 
lowing a sligiit forward or backward move- 
ment thereto, as set forth. 

33. In a motor-carriage, the combination 
with the motor,- of the bodj^ forming an in- 
closing case for said motor, and comprising 
the bottom, sides, front portion, rcavpoilion 
hinged at its lower edge to th<j bottom, the 
side pieces, seats supported npon fMiid side 
pieces and forming i-emovable portions of said 
body or inclosing case, and a removable plat- 
form, as set foi'th. 

34. In a motor-carriage, the comuination 
with the motor and operating mechanism-, of 
the carriage-body forming an inclosing case 
for said motor and operating mechanism, an<l 
having hinged scats and rear end poi-tion 
whereby the motor and operating meehanisir 
are exposed when I'oquired, as set foith. 
605,845. Victor BELANGER, Bos- 
ton. Mass., assignor to Josiah Quincy, 
trustee, .same place. Change - Speed 
Mechanism. Filed Nov. 1, 1897. Pat- 
ented June 21, 1898. Serial No. 657,017, 
(No model.-) 

This invention hai3 relation to mechanical 
movements, and hasforits object to provide, 
first, novel and improved mechanism for 
transmitting movement from a driving mem- 
ber to a driven member; second, new and 
improved mechanism for changing the speed 
of tho driven member at will without chang- 
ing the speed of the driving member. 

This invention is of great utility when em- 
bodied in the driving mechanism of vehicles 
of various kinds — such as motor-carriages, 
j-ai I way-ears, bicycles, tricycles, (fcc. — aud ei- 
pecially when embodied in the di'iving mech- 
anism of those vehicles in which it is neces- 
sary or desirable to impart movement to, the 
Iriyen member from the driving member at 
'i arnater or a red need rate of speed or to vary 
frBm time to time the speed of the driven 
member; and accordingly tho invention con- 
sists in a new acd, useful mechanical move- 
ment and the embodiment of the same in 
change-speed driving mechanism for vehi- 
cles. 



1. A mechHuical lUQvement comprising a 
driving member, .i driven*- member, one of 

"hich is arranged eccentrically with relation 
totheother, and rotary devices having graded 
diameters arranged' to maintain the eccentric 
relation of said members, said devices being 
also arranged to transmit to said driven mem- . 
ber, either their movement o^ revolhtion or 
of rotation and revolution. 

2. A mechanical movement comprising two 
members each circular in cross-section, .one 
driving and the other driven, .with rotary de- 
vices havfng graded diameters whereby mo- 
tion may be transferred from one said mem- 
ber to the other, either the movement of ro- 
tation or of revolution or both of said move- 
ments of said rotary device may be trans- 
mitted to the driven member. 

3. A raeehanicalmovement comprising two 
members each circular in cross-section, and 
one within the other, and one driving and 
the other driven, with rotary devices travel- 
ing in a common path 'about the axis of one 
of said members, said devices having graded 
diameters whereby motion may be transferred 
from one said member to the other and an 
eccentric relation maintained between them. 

4. A mechanical movement comprising a 
driving member,ia driven member, an eccen- 
tric for transmitting motion to said driven 
member, aud antifriction devices having 
graded diameters for maintaining said eccen- 
tric in a position eccentric to ^aid driving 
member, and freely revoluble about the axis 
of said drivinir member to transmit to the 
driven member either their movement of ro- 
tation or of revolution or both of Said move- 
ments. 

5. A mechanical movement comprising a 
rotary member, an eccentric revoluble about 
the axis of the said member and controllable 
means for varying the speed of revolution of , 
the eccentric independently of "the speed of 
rotation of the said member. 

0. A mechanical movement comprising a 
rotary member, an eccentric connected posi- 
tiively with said member and rotated thereby, 
andcontrollable means loose relatively to said 
rotary member for varying the revolutions of 
said eccentric about the axis of said rotary 
member without changing the number of its 
rotations. 

7. A mechanical movement comprising a 
driving member, a driven member, one yf 
whichis eccentric to the other, and positively- 
rotated rotary devices freely revoluble about 
the axis of one of said members in a common 
path, and inserted between said members for 
transmitting movement from the driving to 
the driven member. 

8. A mechanical movement comprising a 
driving member, a driven member, an eccen- 
tric for transmitting motion to said driven 
member, antifriction devices-having graded 
diameters for maintaining said eccentric iw a 
position eccentric to said driven member, an^l 
means for causing said eccentric to revolve 
either in unison with the rotation of the driv- 
ing member, or at a different speed there- 
from. 

9. A mechanical movement comprising a., 
driving member, a driven member, an eccen- 
tric for transmitting motion to said driven 
member, antifriction devices having graded • 
diameters for maintaining said eccentno in a 
position eccentric to said driven member, a 
bearing-sleeve concentrio with said driving 
member, and on which said antifriction de- 
vices are adapted to roll, and means for tem- 
porarily holding said sleeve JVgainst rotation. 

10. A mechanical movement comprising a 
driven member, a driving member, a bearing 
concentric with said driven member, and an- 
tifriction devices of varying diameters in- 
serted between said eccentric and said bear- 
ing, and means for connecting one or more of 
said antifriction devices with said driven 
member. 

11. A mechanical movement comprising a 
^otatable driven member, a driving member, 
a bearing concentric with and normally rotat- 
ing with the driven member, an eccentric for 
transmitting movement from the driving 
member to the driven member, antifriction 
devices inserted between the eccentric and 
the said bearing, and means for alternately 
holding the bearing against movement and 
locking it to the driving member. 

. 12. Achange-speeddoviceforvehiolescom- 
prising a wheel -hub, a driving -wheel and* 
friction mechanism independent of the driv- 
ing-wheel interposed between said hub aud 
said driving-wheel, for transmitting different 
speeds to said hub relatively to the speed of 
the driving-wheel. 

13. A change - speed device, comprising a 
huj), a driving-wheel, and friction mechanism 
independent of said driving-wheel rasidC' of 
said hiib for causing said hub to rotate either 
in unison with the driving member or at a 
different speed therefrom. 



14. A change -speed device compnsiug a 
hub, a driving-wheel, and friction mechanism 
independent of said drivinp-wheel located 
within 3ftid hnb for caasicg said hub to rotate 
eitherinunison with the driving-wheel oral 
a slower speed relatively thereto. 

15. A change-speed device comprising a ro- 
tating driving-wheel, a rotatory hub concen- 
tric therewith, and a friction-eccentric located 
within one of the said parts for imparting 
power from the driving-wheel to the driven 
hub. • 

16. A change-speed meehanisia comprising 
a fixed spindle, a driving wheel or sprocket, 
a hub, a rotatabic bearing concentric witli 
thedriven member and detachablyconnected 
with the driving-wheel, an eccentric driven 
by the driving-wheel revoluble rotary devices 
between the eccentric and the bearing for 
imp'^rting motion to the hub, and menos for 
disconnecting said bearing from the driving- 
wheel and, holding it stationary. 

17. Achano;e-speed mechanism comprisih^ 
a driven hub, a driving-wheel, a bearing 
sleeve concentrically arranged in' said hnb, 
an eccentric in said hub connected therewith, 
antifriction devices of varying diameters in- 
terposed between said eccentric and the bear- 
ing-sleeve, a power-transmitting sleeve con- 
nected to said driving-wheel and said eccen- 
tric, a lock for said sleeves, and mechanism 
for oi^era ting said lock and holding said bear- 
ing-sleeve stationary. 

IS. A chaugo-spccd mechanism, comprising 
a spindle, a hub rotatablo around said spin- 
dle, a bearing-sleeve on said spindle, an ec- 
centric, antifriction-rolls of different diame- 
ters between said eccentric and the bearing- 
ring, means between the eccentric and the 
hub for causing the hub to rotate in unisftn 
with the revolution? of the eccentric, a dtiv- 
ing-wheel, a sleeve on the first-mentioned 
sleeve connected to said driving-wheel for ro- 
tating the eccentric in unison with the said 
driving-wlieel, and means for holding said 
bearing-sleeve slationaiy at will. 

19. A mechanical movement comprising a 
driving member, an eccentric, a bearing, an- 
tifriction devices of different diameters be- 
tween said eccentric and said bearing, and 
meads of connection between said driving 
member and said eccentric, comprising pins 
projecting from one of said part^ into en- 
larged apertures in the other of said parts. 

20. Achange-speed meclianism, comprising 
a driven hub,adrivin2wheel, a spindle about 
which the hub and wheel rotate, a sleeve on 
said spindle relatively to which the wheel maj' 
rotate, a ring connected to said driving-wheel 
to rotate therewith, rotary devices inserted 
between the said sleeve and the ring, means 
connecting one or more of said rotary devices 
with the said hub, and means for temporarily 
holding the said sleeve against movement, 
whereby the revolution of the rotary devices 

. thereabout will transmit motion from the said 
dri'ving-wheeV to the said hub at a redacen 
-ate of speed- 

06,311. WILLIAM SYDENHAM, 

FREDERICK WATKINSON, and AR- 

THUR SYDENHAM, London. Knglnnd. 

Driving -Gear for Motor -Cars. Filec 

Nov. 18, 1897. Patented June 28. IS'JH. 

Serial No. 659.015. (No model.; 

The object ol this invention is to drive au 

tlie wheels' of the vehicle,, although their axes 

2,an bo made to radiate to a point for steering. 

For thjfl purpose the axle (which is driven in 

any convenient manner) is divided into four 

parts. The.two middle parts are connected 

together at one end by differential gear, (so 

that in turningtheouter wheel revolves faster 

than the inner one,) while their other ends 

are cacli connected to one of the outer parts 

of the axlo bv a universal join*^ 

i . 'I'Ho comDuiation-or tno tour parts of the 
a\lo, difTerentialgearconnectingthetwomid- 
'lIe parts, parailelograniH connecting the mid- 
dle and outer parts, joints at the angles of 
tlu) parallelograms and axial joints in theic 
sides. 

2. The combinatioji of the four parts of the, 
axle, differential gearing connecting the two 
middle par t.'j, uni\'ersal Joints connecting the 
middle aud outer parts, four sleeves forming 
bearings for the four parts of the axle, verti- 
cal joints connecting the out«r and middle 
sleeves, and means for turning the outer 
^leovos about the joints. 

3. The combination of the four parts of the 
axle, diilcrential gear connecting the two mid- 
dle parts, parallelograms connect! ugthe raid.- 
i\\c and outer parts, joints at the angles of 
thwjMraUelograms, axial joints in their sideij, 
foui' 3leoyp^* forming bearings for tlie parts, 
vertical joints connecting the outer and mid- 
dle sleeves and means for turning the outer 
sleeves about the joints. 

4. The combination of the four pmfs of the 



GEARING 

axle diffeiential gear connectingthe two mid 
die parts, nnivei'sal jointsconnectingtho mid 
■Ik and outer parts, four sleeves forming bear 
ing8 for the parts, vertical joints connecting 
the oulcr and middle sleeves, pinions fixed to 
the outer sleeves, raoks gearing with the pin- 
ions and a cam actuated by the steering-gear 
travei*sing the racks. 

5. The combination of the four parts of tht 
axlo, differential goarconnectiug the two mid 
die parts, parallelograms connecting the mid 
die and outer parts, joints at the angles of 
the parallelograms, ixial joints in their sides, 
four sleeves forming bearings for the parts, 
vertical joinls connecting the outer and mid- 
dle sleeves, pinions fixed to the outer sleeves, 
racks gearing with the pinions and a cam ac- 
tuated by the steering-gear traversing tht 
racks. 

607,318. William o. worth, Chi- 
cago, 111., asj^ignor ol' two-thirds to Wil- 
liam R, Donaldson, Louisville, Ky.. and 
Henry W. Kellogg. Battle Creek. Mich. 
Motor-Vehicle. Filed Sept. 22, 1897, 
Patented July 12, 1898. Serial No. 
052.612. TNo model.) 
This invention is n.n improvement in loco- 
motive motor-vehicles or horseless carriages 
and its objects are, first, to provide the ve 
hide with an improved driving mechanisn 
capable of propelling it very rapidly or verj 
slowly or at intermediate speeds with a given 
.speed of the engine and also to provide a mul- 
tiplying gearing by which the power of the 
engine can be amplified in its transmission 
to the driving-wheels, so as to enable the ve 
hide to ascend heavy grades; second, to pro- 
vide an improved steering and guiding mech- 
anism, and, third, to provide an improved con 
struction of the rear driven shaft and of th' 
mechanism for operating the same. 
. The invention consists in the novel con 
struction andcombinations of parts, as herein 
after claimed, and the accompanying draw- 
ings illustrate an efficient form of motor- ve- 
hicle embodying my invention in a practical 
form. 

1. In a motor-vehicle the combination ol 
the d riven shaft, the rear axle and the gearing 
for driving the same, with the mechanism for 
transmitting variable motion from the driven 
shaft to said gearing, consisting of the sec- 
tional shaft, a fixed pinion on one section of 
the shaft, and a loose gear on the other sec- 
tion thei'eof, the amplifying gearing between 
said pinion and loose gear, and the clutch 
splined on that section of the shaft carrying 
loose gear and adapted to be shifted into en- 
gagement either with the pinion or the said 
loose gear for the purpose and substantially 
as described. 

2. In a motor-vehicle the combination of 
the rear axle made in sections, wheels on the 
outer ends thereof, opposite bevel-gears on 
the inner ends of said sections; alargebevel- 
gea'-inte n^ ei2i;\te said opposite beveled gears, 
diametrically opposite pinions journaled in 
slota in said large bevel-gear and meshing 
with both said opposite bevel -geai-s, and a 
bevel-pinion meshing with said large bevel- 
gear; with a sectional housing inclosing all 
3aid geai-s and provided with tubular exten 
sions inclosing and supporting the axles, 
said axles having antifriction-bearings in saic^ 
tubular extensions, for the purpose and sub 
stantially as described. 

3. In a motor-vehicle the combination oi 
the main disk driven by the engine, a shaf^ 
lying parallel with the outer face of saiddist 
and movable toward or from the same, a sec 
ond disk on said shaft, and means for movinj: 
said shaft so as to cause the disks to contact 
or separate; withan idlerpulley or wheel also 
mounted on the said shaft and adapted to 
counteract the pressure of the second disl- 
against the main disk, substantially as de 
scribed. 

4. In a motor-vehicle the combination ol 
the main disk, means for rotating it; a second 
disk adjustably mounted upon a shaft lying 
beside the main disk, mechanism formovinj, 
said shaft and disk thereon toward or from 
the main disk, and mechanism for shiftinij 
the disk longitudinally upon said shaft, with 
an idler pulley or wheel also mounted on the 
said shaft and adapted to counteract the pres- 
sure of the second disk against the main disk, 
substantially as described. 

5. In a motor-vehicle the combination of 
the main friction-disk and mechanism for 
driving the same, with a rock-sbaffc lying be 
side the disk luaviog its ends bent inward, ;, 
second or driven shaft journaled in the ends 
of said rock-shaft, a friction-disk splined on 
said driven shaft and adapted to contact the 
face of the main disk, the levers and connec- 
tions for rocking said shaft, and lacchanism 
for ehiftingsaid disk longitudinally cpon the 
driven shaft; with mechanism for trr,ri<imit- 
ting motion from said driven shaft U tno 
\xles or wheels, substantially as, described. 

6. Vn IV mnror-vehicle the combination of 



56! 



the driving-shaft, and the adjastabiegearor^ 
disk thereon, with means for shifting said 
gear longitndioallyon said shaft, comprising 
a rack-bar, a gear meshing therewith, a ver- 
tical tube, a tubular rack thereon meshing 
with a pinion beside said gear, and a verti- 
cally-movable rod in said tube connected witl- 
said tubular rack by a pin passed through 
slots in the tube, all substantially as and for 
the purpose described. 

7. In a motor-vehicle the combination with 
the-power mechanism, ati'T the steering mech- 
anism of the controlling devices comprising a 
rotatable tube, having an arm on its lower end 
connected to the steering meclianism, a ver- 
tically-movable rod within said tube, a tubu- 
lar rack exterior to the tube connected to said 
rod by pins projecting through slots in the 
tube, and gearihg operated by said tubular 
rack controlling the power mechanism, with 
ft lever fulcrnmed on a bracket on said tnlw 
and pivoted to the uaid rod, whereby the rod 
may be raised or lowered, or the tube rotated 
separately or together, for the purpose and 
substantially as described. 

8. In a motor-vehicle the conabination of 
the front axle, the spindles pivoted thereto, 
and the steering-arms projecting from said 
spindles with the rotatable steering-arm, and 
the spring-rods connecting said spiodle-arms 
to said steering-arm, for the purpose and sub- 
stantially as described. 

9. In a motor-vehicle the combination of 
the front axle, the yokes pivoted thereto hav- 
ing spindles for the wheels and steering-arms, 
substantially asdescri bed; with the rotatablo 
steering-post, having acrank-arm on its lower 
end, and the sprijg - rods connecting said 
crank-arm to said steering-arms, for the par- 
pose and sabstantially as described. 

609,956. ARTHUR W. BRIGHT- 
MORE, Knighton, England. Steering 
Mechanism for Motor-Vehicles. Filed 

Dec. 31. 1897 Patented Aug. JO, 1898. 
Serial No. 664,913. ("No model.) Pat- 
ented in England Mar. 20. 1897, No. 7.250. 
This invention has reference tosteenngde- 
vices for vehicles, and is especially applicable 
to motor-vehicles in which the power is ap- 
plied to the front or steering wheels. 

The object of the invention is to provide 
means for steering a vehicle with or without 
employing the momeutnm thereof. 

To these and other useful ends the inven- 
tion consists in the features of construction 
and combinations of parts hereinafter fully 
described and specifically 'claimed. 

In the notch in the center of the cam the 
arm between the pawls moves, and by this 
or similar means when the motor starts for- 
ward the "forwa-d " pawls are pressed into 
contact with the ratchet-wheels, and when 
the motor starts backward the "backward" 
pawls are similarly engaged. The cams at- 
tached to the pulley lie between the pins on 
the liawls, so that when the brake strap on 
one of the pulleys is applied and the wheel 
gains upon thr pulley the forward pawl climbs 
one horn of the cam, which causes that pawl 
to become disengaged, so that the axle no 
longer drives that wheel of the vehicle. In 
this way the vehicle can be steered. The. 
pawls on both sides of the vehicle may simi- 
larly disengage themselves for vu iin ing down- 
hill, steering being effected by the wheel- 
brakes, as described, the motor'fluid or elec- 
tricity being for th9 time disconnected. The 
horn on the forward side of the cam of 
the pulley is held in position by the spring 
shown, so that if it i.^ desired to make the 
wheels work the motor going down steep 
lills the pulley-br.ikes are applied and the 
backward pawl is caused to engage, the pin 
being able to pass the horn when the latter is 
moved against the spring. When the revers- 
ing-lever or its equivalent is used, the back- 
ward pawls engage the ratchet- wheels and the 
steeringisenw-ted by the pulley-brakes. The 
pawls are ItoM in position when engaged with 
the ratchet-wheels by means of the pressure 
exerted on the central arras by the cams on 
the pulleys; but for an additional security 
springs mav also be used for this purpose. 

1. In a motor-vehicle, tne steering-wueels. 
tho motor for driving the same, brakes for 
said wheels, means for operating said brakes, 
and means for regulating the speed of the 
motor simultaneous!}'' with the operation of 
the brakes, said means operating independ- 
ently of the speed of the motor. 

2. In a motor-vehicle, the steering-wheels, 
the motor for driving the same, brakes for 
said wheels, and means for simultaneouslj' 
applying said brakes and for controlling the 
supply of propelling medium to said motor. 

3. In a motor-vehicle, the steering-wheels, 
the motor for driving the .srime, brakes for 
said wheels, and an operating-lever connect- 
ed with said brakes and controlling the sup- 
ply of propelling medium to the motor, said 

-parts being arranged to effect the regulation 



562 

nf the motor when eithei' or both brakes ai"< 
.applied. 

4. In a motor-vehicle, the steering-wheel; 
mounted to rotate upon nn axle, a ratchet 
wteeland double pawls connectingsaid parts 
and a motor for driving said axle. 

6. In a motor- vehicle, the -steering-wheels 
mounted to rotate npon an axle, a double 
pawl carried by said wheels, a toolhi.-d wheel 
fast upon said axle, and a bralce-pulley hav- 
ing fractional engagement with said axle and 
controlling the movement of said pawl. 

6. In a motor-vfihiclo, the steering-wheels 
mounted torotateupon anaxle, double pawlh 
carried by said, wheels, toothed wheels fasi 
upon said axle, brake-pnlleys haviog fric 
tional engagement with said axle and having 
cams to control j;he movement of said double 
pawls, and brake bands and levera. 

7. In a motor-vehicle, the steering-wheels 
monnted to rotate upon anaxle, double pawls 
carried bj said wheels, and having end and 
central projections, toothed wheels fast npon 
said axle, brake - pulleys having frictional 
engagement therewith, double-horned cams 
upon said brake-pulley, notches in said cam; 
to receive tlie cen ter projections of said pawh - 
•md hrake bands and levers. 

610,177. RICHARD GAERTNER, .Mil- 
waukee, Wis. Running-Gear for Motor- 
Vehicles. Ifiled Nov. 22, 1897. Patented 
Sept. 6, 1898. Serial No. 659,380. fNo 
model.) 

My invention relates to running and steer- 
ing gear for motor-cycles. Its main objectE 
•are to produce sufficient traction on the driv- 
ing-wheels to insure the propulsion of thci ve- 
hicle, to facilitate steering the vehicle, to ad- 
vantageously dispose the traveling or snp- 
poirting wheels, and to maintain their points 
of contact with the ground in the same rela- 
tion to each other whether running straight 
W turning, and generally to improve the con- 
struction and operation of the running-gear 
of this class of vehicles. 

1. Kunning-goar for motor-cycles,compris- 
ing a suitable frame, two guidiqg-wheels ar-' 
ranged centrally at the ends of the frame and 
capalile of tuniing horizontally therein, steer- 
ing connections adapted to turn said wheels 
in oppositedireotions,and supporting-wheels 
arranged on opposite sides of the center of 
the frame between the guiding-wheels and 
having vertically-yielding bearings, substan- 
tially as and for the purposes set forth. 

2. Running-gear for motor-cycles, compris- 
ing a soitablef rame provided att-he ends with 
horizontally- disposed- rings, two guiding- 
wheels carried, one at each end of the frame, 
in honsings or frames provided with annular 
bearings which support and turn under the 
rings on the frame, steering mechanism con- 
necting said wheel housings or frames and 
adapted to turn the same simultaneously in 
opposite directions, and supporting or bal- 
ancing wheels arranged on opposite sides 'ol 
the frame, substantially <as .and for the pur- 
poses set forth. 

3. In running-gear for motor-cycles the 
combination with a main frame provided at 
br near the ends with horizontally-disposed 
rtngs, two wheel frames or housings having 
spring connections with annular bearings 
which support the rings on the main frame 
and are provided with circular racks, a lon- 
gitudinal shaft provided with pinions which 
engage with said racks, guiding-wheels hav- 
ing bearings in said wheel frames or hous- 
ings, and supporting-wheels arranged on op- 
posite sides of the frame between the guid- 
ing-wheels, substantialfy as and for the pur- 
poses set forth. 

i. In running-gear for motor-cycles the 
combination with a main frame provided at 
or near its ends with horizontally-disposed 
rings, cylindrical housings arranged concen- 
trically within said rings and provided with 
similar rings which projectnnder and carry 
those on the main frame, said rings bein^ 
formed in their opposing faces with grooves 
tv ball-races, balls or rollers interposed be- 
tween said rings in said grooves or races, 
wheel-frames arranged within said housings 
and^ connected therewith by vertical rods 
which have sliding bearings with one of the 
connected parts, spiral springs placed on said 
rods between the housings and wheel-frames, 
guiding-wheels jonrnaled one at each end of 
the main frame in said wheel-frames, steer- 
ing mechanism arranged to turn said hous- 
ings, wheel housings or frames having verti- 
cally-yielding connections with the main 
frame on opposite sides thereof and between 
the guiding-wheels and supporting-wheels 
jonrnaled in said housings or frames, sub 
etantially as and for the purposes set forth 

5. In running-gear for motor-cycles tht? 
combination with a suitable frame of guid 
ing-whee!s having vertically-yielding bear 

.ings which are adapted to turn horizontallj 



GEARING 

about axes perpendicular to the axes of the 
wheels at their centers, steering mechanism 
adapted to turn said wheel-bearings simul- 
taneously in opposite directions, housings 
fixed to the frame on opposite sides, wheel- 
frames movably connected with said hous- 
ings by vertical rods, springs interposed bO; 
tween said housings and frames and yield- 
ingly supporting the ni.ain frame and wheels 
jonrnaled in said wheel-frames, substantially 
'<,s and for the purposes set forth. 

610,503. WALTER E. TWICHELL, .St. 
Helena, Cal. Motor-Carriage. ' Filed 
Oct. 27, 1897. Patented Sept. (>, IS9f<. 
Serial No. 6.56,482. (No model.) 
My invention is designed to produce an im- 
proved mechanism for transmitting thepowei 
of any motor — such as gasolene, electric, oi 
other engine carried upon the vehicle — to both 
sets of wheels, and to thus increase the effi- 
ciency of the driving and also to provide im- 
proved means for operating the various parts. 

1. A vehicle-body having front and rear 
wheels turnable upon theiraxles, a motorcai- 
ried upon a vehicle, a eonnter-shaf t jonrnaled 
to the vehicle-body between the front uijd 
rear wheel axles, a sprocket-wheel upon (he 
counter-shaft to which motion is communi- 
cated directly from the motor, asecond coun- 
ter-shaft jonrnaled to the vehicle essentially 
in line above the front-wheel axle thereof, 
sprocket wheels and chain through which mo- 
tion is communicated thereto from the first 
counter-shaft, hinged or Jointed ends of the 
front-wheel axles and mechanism whereby 
they are turnable abont their hinge-points to 
steer the vehicle, sprocket-wheels fixed upon 
the outer ends of the second counter-shaft, 
correspouding sprocket-wheels fl.xed to the 
front bearing-wheels essentially in line be- 
neath the second counter-shaft, and chains 
whereby motion is communicated from the 
second counter-Shaft to the front bearing- 
wheels and the latter allowed to turn so as to 
steer the vehicle. 

2. A vehicle having monnted upon it a mo- 
tor, rear wheels loosely turnable upon a fixed 
axle, front wheels turnable upon short hinged 
spindles, said spindles having their inner 
end6 connected with a front axle and turn- 
able about said hinges, a mechanism whereby 
said wheels are turned consisting of lover- 
arms fixed to the turnable sections, connect- 
in'g-rods extending from said levera to a com- 
mon meeting-point, a steering-post having a 
turning handle at the upper end and a flat- 
tened portion in its length and a lever-arm 
uniting it with the meeting ends of the con- 
necting-rods said lever-arm having an elon- 
gated opening in which the flattened portion 
of the post operates whereby the said arm is 
turned and the post maybe moved back and 
forth. 

3. A vehicle having a motor carried upon 
i t, rear wheels turnable u pon a fixed axle hav- 
ing sprockets, wheels fixed to them, a coun- 
ter-shaft with sprocket-wheels upon the ends 
and chains intermediate between it and the 
sprockets of the rear wheels, a sprocket wheel 
and chain throng!; ■"hichTiiotion is commu- 
nicated from the motor to the counter-shaft, 
a reyersing-gear connecting with said conn- 
ter-shaft, front bearing- wheels turnable np'on 
ipindles, the inner ends of which are con- 
nected with a front axle and turnable ahout 
theirhinge-points, levers projecting fromsaid 
turnable spindles,' connecting-rods extending 
from said levers to a common meeting-point, 
a steering- post having a lever-arm uniting it 
with said connecting-rods whereby the turn- 
ing of the posts acts to turn the wheels and 
steer the vehicle, rods connecting the steer- 
ing-post with the reversing-clntch mechan- 
ism of the conjiter-shaft. Said steering-post 
being movable forward and back as well as 
turnablewherebytlie single post is employed 
to steer and reverse the movement of the ve 
hide. 

i. A vehicle body monnted upon bearing 
and steering wheels a motor carried upon said 
vehicle, intermediate conn ter -shafts and 
sprocket-wheels upon its ends through which 
motion is transmitted to the wheels, a second 
shaft jonrnaled approximately in line above 
the front-wheel, axle h iving sprocket-wheels 
upon its ends through which motion is trans- 
mitted to the front wheels of the vehicle and 
mechanism connecting with thesaid sprocket- 
wheels and controllable by asingle actuating- 
lever whereby the sprockets upoii one side 
may be engaged and those upon the other dis- 
engaged when the vehicle is turningoomers. 

6. In a vehicle of the character described, 
counter-shafts to which motion is communi- 
cated from a motor carried npon the vehicle, 
sprocket-wheels upon the ends of said shafts 
and npon the vehicle -wheels with chain 
through which motion is transmitted, mee' 
anism by which the counter-shaft sprookei 
are locked ' Ueretij or disen;;iiged theref ron 



"saiQ mecffiinism comJirT^ing flanges on the' 
sprocket-wheels andpinionson the hubs there^, 
of, and disks on the shafts opposing the 
sprocket-wheels, and provided with paWls, 
means for forcing said pawls into engagement 
with the pitxions, and connections between 
said mechanism and an operating-lever. 

6. In a vehicle of the character described, 
counter-shafts to which motion is transmit- 
ted from a motor carried upon the vehicle, 
sprocketf wheels and chains through which 
motion is transmitted from the counter-shafts 
to the bearing and driving wheels of the ve- 
hicle, interlocking devices upon the counter- 
shafts and comprising flanges and pinions on 
the sprocket wheels and disks, with rocking 
pawls, on the shafts, and means for actuat- 
ing the pawls, whereby the sprocket-wheels 
may be engaged to tnrn with their shafts, or 
disengaged upon one side so that only one 
set are operative in making turns, and con- 
nections between said interlocking devices 
and a lever through which they are simnlta- 
neously adjusted. 

310,871. MICHAEL H. SMITH, Umdon, 
England. Steering-Handle for Motor- 
Gars. Filed Jan. -i, 1898. Patented Sept. 
13, 1898. Serial No. 665,469. (No mod- 
el.) 

In motor - cars as hitherto constructed 
drivei'ssniterconsiderible inconvenience and 
discomfort through the muscular energy ex- 
pended in steering and the vibration commn- 
nicatedtothehandthroughthestepring-lever 
which is often inconveniently in the way when 
the driver wishes to enter or leave the vehicle. 
The object of my invention is to remedy these 
defects, and will be more readily understood 
by reference to the accompanying drawings. 
JMy invention can be used to operate the 
swiveling axle of a carriage, the ends of 
which form the bearings for the wheels, or 
single or double steering-wheels held in forks 
or otherwise; but I preferably employ the 
well-known arrangement of the steering- 
wheels (when two) being separately fiinged 
upon a stationary axle bar or frame. Each 
wheel-axle is provided with a bell-crank levet 
olaced at such an angle that when coupled 
together by a connecting-rod the two wheels 
are parallel with each other when the car is 
proceeding in a straight line; but when it is 
desired to turn the car their relation to each 
other changes in a degree proportional to the 
fadins of the curve to be traversed. 

1. In steering br controlling gear or the like 
the combination of a standard, a rocking and 
swiveling head and a sliding handle-bar sub- 
stantially as and tor the purpose described" 
and illustrated. 

2. In steering-gear snch asrdescribed in 
claim 1, the adjustable cushions or their 
equivalent for regulating the slide and tilt oi 
the handle-bar substantially as ho;-ein de- 
scribed and illustrated. 

3. In steering-gear the combination of a 
standard and clamplng:base as and for the 
purpose described and illustrated. 

612.017. ERNEST J. CLUBBE and 
ALFRED W. SOUTHEY, London, Eng- 
land. Steering-Wheel for Motor-Vehi- 
cles. Filed Mar. 23, 1897. Patented Oct 
11,1898. Serial No. 628,817. (No mod- 
el.) Patented in England June 27. 1896, 
No. 14,284, and in France Sept. 2 1896' 
.Yo. 259,395. 

According to our invention wc pivot and 
support these wheels at the theoretically-cor- 
rect point — namely, their center — so that per- 
fection of steering is obtained. 

In carrying out our invention we mount the 
bearing part of each steering-wheel' respec- 
tively upon a bearing around which it rotates, 
and we mount this latter bearing upon a ver- 
tical axis in a continuation of the fixed axle, 
the end of the axle being in the geometrical 
center of the steering-wheel, so that the bear- 
ing is free to be turned on this axis. When 
the bearings are turned in the one direction 
or the other by means of an extension or 
arm rigidly fixed thereto and operated fn a 
suitable manner by the steering-handle, the 
wheels turn with them and the vehicle is con- 
sequently steered. As the wheel-bearings ar^ 
comparatively large, it is desirable to place 
i ntifriction rollers, balls, or the like between 
Ihem and the central portion of the wheals 

1. The combination with a centrally-plV' 
oted steering-wheel, having vertical pivoting- 
points within the bearing on which the' wheel 
rotates, of a solid lateral extension of such 
bearing forming, together with a correspond- 
ing hollow extension of the hub, an auxiliary 
bearing of smaller diameter, f.n' the purposes 
described. 

2. The combination of a hollow wheel-hub, 
constituting the outer member of a composite 
■bearing consisting of a larger antifriction- 



liearing placed symmetrically in tho piano of 
the wlieol and a smaller bearing placed ex- 
ternally of said plane, an internal composite 
bearingcorresponding with the external bojir- 
ing.and a vortical pivot within thelargev bear- 
ing and in the plane oE the wheel, carried by 
!i vertical sleeve formed on the end of a fixed 
axle, all substantially as and for the purposes 
described. 

3. The coinposilo ball and sliding bearini,' 
for a centrally-pivoted wheel, substantially 
as and for the purposes described and sliowii . 

612,026. JOHN W.EISENHUTH, New 

York, N. Y. Motor-Vehicle. Filed Dec. 

13, 1897. Patented Oct. 11, 1898. Serial 

No. 661,719. (No model.) 

My invention relates to improvements in 
motor-vehicles; anditconsists in a motor-car- 
riage provided with a suitable raotor for pro- 
peUing the same a».*i gearing connected with 
the said motor, whereby the speed of the ve- 
liiclemaybeincreasedordiminished or where- 
by the movement of the veliicle may be re- 
versed. 

1. In a motor- vehicle, the combination with 
■ a suitable motor, of f rictional gearing adapted 

to be operated by the said motor, a frame 
mounted ni)on the main shaft of the vehicle 
for carrying the said motor and friction-gear- 
ing, friction-gearing upon the main shaft of 
the said vehicle adaptfed to be operated by 
the said f riction-gearing ou the motor-frame, 
and eccentrics supporting the motor-frame 
upon the main shaft whereby the said frame 
may be so moved as to bring the friction- 
gears closer together or farther apart, accoi-d- 
ing to the speed desired in the running of the 
vehicle, sabstantially as described. 

2. In a mo tor- vehicle, the combination with 
asnitableframe, of amotorniountedthereon, 
a friction -pin ion adapted to be operated by 
the said motor having upon a portion of its 
periphery frictional engaging surfaces and 
upon a remainder of its periphery a groove 
for receiving" a cable, a gear-wheel mounted 
Xipon the mairt sii^Ft of the vehicle having 
frictional engaging surfaces and a groove 
uiron its periphery to correspond to the fric- 
tional surface aud groove upon the said pin- 
ion, eccentrics interposed between the said. 
motor and the said main shaft of the vehicle, 
and means for operating the said eccentrics 
whereby tlie said liotor and the pinion oper 
ated thereby are adapted to be drawn closer 
together or placed at a distance from the main 
shaft and gear th&i-eon, substantially as de- 
scribed. 

3. In a motor- vehicle, thecombinati(jn with 
a suitable niotor mounted thereon, of a pin* 
ioh actuated by the said motor, a gear mount- 
ed upon the main shaft of the vehicle adapted 
to be engaged and operated by the said pin- 
ion, aaid gear<»omprieiDga frictional portion 
and ^ cable -groove -engaging portion, the 
said frictional portion being adapted to op- 
erate the shaft either directly or indirectly 
through the interposed gearing, the construc- 
tion being such that the operation of the main 
shaft may be accomplished at a greater or less 
speed as desired substantially as described, 

4. In a motor-vehicle, the combination with 
n suitable frame, of a motor mounted thereon, 
a pinion operated by the said motor, a gear- 
wheel upon the main shaft of the vehicle 
adapted to be operated by the said pinion, 
said gpar-wheel comprising a cable-engaging 
portion and a frictional engaging portion, 
gears for communicating movement to the 
shaft of the vehicle from the frictional por- 
tion, pawls for co-.necting said gearing with 
the said shaft and pawls for connecting the 
said friction-wheels with the shaft, w^ges 
for bringing the said pawls into frictional con- 
tact with the said gearing and said friction- 
gear, the constrnotion being suoh that upon 
the movement of the wedges longitudinally 
with respect to the shaft, the speed of the 
vehicle may be changed substantially as de- 
scribed. 

6. In a motor- vehicle, the combination with 
asultablemotor, of a pinion mounted thereon, 
a gear-wheel on the main shaftof the vehicle 
adapted to bo operated by the said pinion, 
said gear comprising a cable-groove-engaging 
portion and a frictional engaging portion, aii 
intermediate plate between the two portions 
of the gear-wheel, pinions mounted upo^ the. 
said plate, and a pinion looselymounted'upon 
said shaft between the two portions of the' 
said gear-wheel, pawls adapted to lock the 
iaid pinion upon the shaft and pawls adapted 
to lock the frictional portion of the gear, a 
double wedge mounted upon a rod interiorly 
of tho said main shaft and means for moving 
cheTod longitudinally with respect to the said 
sliaft whereby the gear-wlicel is caused to ro 
tate the said shaft either directly from the 
frictional portion of tho gear-wheel or indi- 
rectly through the said internal gears and pin- 
ion, substantially as described. 

C. In a motor-vehicle, tho combination with 
a suitable frame, of a motor mounted thereon. 



GEARING. 



bearing -boxes adapted to engage and rest 
upon tho outer ende of the main shaftof the 
vehicle, roller-bearings interposed between 
said boxes and said shaft, guide-slots in the 
fiiime adapted to allow of vertical movement 
of the boxes with respect to the frame, springs 
interposed between the said journal-boxes 
and the frame for supporting the latter, and 
iiuide-rods arranged centrally of the said 
springs and engaging guides formed Inte- 
riorly of the frame for further guiding th( 
said l>earing-boxes,substantially as described. 

7. In a motor* vehicle, the combination with 
a suitable frame, of a motor mounted thereon, 
bearing -boxes interposed between the said 
frame and the ends of the main shaft, roller- 
bearings interposed between the said boxes 
and the shaft, stems upon the said bearing- 
boxes adapted to engage guides in the frame 
whereby the movement of the boxes with re 
spect to the frame is guided and springs in- 
terposed between tho said bearing-boxes and 
the said frame for supporting the \^eight of' 
the frame, substantially as described. 

8. In a vehicle, the combination withasuit- 
$ble frame, of guiding- wheels for steering tho 
vehicle, a fork for holding said wheels in 
place, a fuel-tank mounted between the said 
wheels for supplying the engine with suitable 
ifuel and means connecting the engine with 
'the said tank, substantially as described. 

9. In a vehicle, the combination with asuit-- 
able frame, of transversely- extending sup- 
porting-bars, longitudinally-extending sup- 
porting-bars adjustably mounted upon the 
said transverse bars, and adjustable seats 
mounted uponthesaid longitudinal bars and 
adjustably secni*ed thereto, the construction 
being such that the seais may be adjusted 
laterally and longitudinally with respect to 
^e frame of the vehicle, substantially as de- 
scribed. 

10. In a vehicle, the combination with a suit- 
able frame, of an arched portion formed there- 
on above the rear wheels of the vehicle, a cen- 
tral transverse bar mounted upon the said 
arch, T-shaped cross-heads adjustably se- 
cured to the said transverse bar, longitudi- 
nally-extending bars mounted in the said T\ 
heads, and adjustable seatB secured upon 
said longitudinal bars, ihe construction be- 
ing such that the seats may be adjusted lon- 
gitudinally or transversely of the frame of 
the vehicle, substantially as described. 

11. Inamotor-veticle,thecomblnatiou with 
a suitable motor, of a frame for supporting 
the said motor, eccentrics interposed between 
the said frame and the shaft of the vehicle, 
friction -gearing upon the shaft of the- vehicle 
^nd friction -gearing upon the said motor- 
frame, and means for connecting the said lat- 
ter gearing with the motor for receiving mo- 
tion therefrom, the construction of the eccen- 
trics being such that the friction-gearing op- 
erated by the motor may be brought into con- 
tact with the gearing upon the shaft or sepa- 
rated therefrom to regulate the movement of 
jbhe_ vehicle, substantially as described. 

613,272. CHARLES T. HILDE- 
BRANDT and FRANK R. McMUL- 
LIN, Chicago, 111. Motor-Driven Vehi- 
cle. Filed Aug. 23, 1897. Patented Nov. 
1, 1898. Serial No. 649,184. (No model.) 
This invention relatas to improvements in 
motor-driven vehicles, and refers more spe- 
cifically to an improved construction in such 
vehicles which will perastt "either or both the 
front and rear axles to be connected with the 
driving- motor and to be positively driven 
therefrom, notwithstanding the fact that the 
axles and the wheels mounted thereon are em- 
ployed for steering the vehicle. 

Another object of the invention is to pro- 
vide animproved steering device for such ve- 
hicles by which the vehicle maybe readily 
and accurately guided when the front axle is 
ponnected to the motor. 

In general terms our improvement consists 
in mounting each of the front Wheels of the 
vehicle upon a short>*or stub axle, which lat- 
ter is supported in a metal frame or bracket 
having a pivotal connection with the main 
frame of the vehicle. Each of. ifi& saitd piv- 
oted frames or brackets is suitablyconnected 
to a conveniently-arranged steefing wheel or 
lever, whereby both steeripgwli^els may bo, 
simultaneously turned in the desired direc- 
tbu. Suitablysecured tosaid main frame isa 
t'tt'O pat'tdriVHig-shaft, the outer ends of each 
part of the said shaft being secured by uni- 
versal joints or aflexihle connection with the 
inner end of tlla stub-axles. Each member 
of said diiving-shaft'is .connected with any 
desired" source of power, such as electric or 
other motor, by Bieans of suitable compensat- 
ing gears and a connecting shaft or shafts. 
By this construction we are enabled to rotate, 
positively, both the front and roar wheels of 
OUT vehicle without in the least interfering 
rt'ith the steering mechanism. 

1. A steering,' mechanism for vehicles com- 
.j)risingaranning-gearframe,asteerinsr-frame- 



563 



pivoted to one end thereor to swing in a ver- 
tical j)lane, a rotative shaft in said steering- 
frame, spindles joined to each end of said 
shaft by Mcxiblc connections, and yokes piv- 
oted to said stefving-fiame to s\^ ingon vcrti- . 
cal pivots separate from and vertically above 
said flexible connections of the shaft and spin- 
dle said yokes being constructed to afford 
bearings at their lower ends for said spindles. 

2. A steering mechanism for vehicles com- 
prisinga running-gear frame, a ateeriug-frarae 
pivoted at one end thereof to swing in a ver- 
tical plane, a rotative shaft in said steering- 
frame, spindles joined to each end of the shaft 
by flexible connections, wheels on said spin- 
dles, said frame comprising an upper hori- 
zontal memberand two vertical members, rig- 
idly connected therewith, vertically above 
saidflexibleconnectionsbetween the spindles 
and shaft and yokes pivoted to said vertical 
members ou the frame iudepem^ently of the 
flexible connections between said spindles 
and shaft and constructed to afford bearings 
at their lower-ends for said spindles. 

3. A steering mechanism for vehicles com- 
prisinga running-gear frame,a steering-frame 
pivoted at one end thereof to swing in a ver- 
tioal plane, a rotative shaft in said steering- 
frame, spindles joined to each end of the 
shaft by flexible connections, wheels on said 
spindles, aaid steering-frame comprising an 
upper horizontal member and two vertical 
members, rigidly connected therewith, verti- 
cally above said flexible connections of the 
spindles with the shaft, and yokes pivoted to 
said vertical members of the steering-frame 
independently of the flexible connections be- 
tween the spindles and shaft and constructed 
at their lower ends to afford bearings on each 
side of said wheels for the spindles. 

4. A steering mechanism for vehicles com- 
prisingarunning-gearframe,asteering-frame 
pivoted at one end thereof to swing in a ver- 
tical plane, a rotative shaft in said steering- 
frame, spindles joined to each end of the 
shaft by flexible connections, wheels on said 
spindleSjSaid frame comprising an upper hori- 
zontal member and two vertical members rig- 
idly connected therewith- vertically above, 
said flexible connections between the spin- 
dles and shaft, yokes pivoted to said vertical 
members on the frame independentli'' of the 
flexible connection^ between said spindles 
and shaft and constructed to afford bearings 
at their lower ends for said spindles and 
means within the reach of the operator for 
turning said yokes upon their pivots. 

5. A steering mechanism for vehicles com- 
prising a steering-frame, a rotative shaft in 
said frame, spindles joined to each end of the 
shaft by flexible connections, wheels on said 
spindles, said frame comprisingan upper hori- 
zontal member and two vertical tubular mem- 
bers, rigidly connected therewith, vertically 
above said flexible connections between the 
spindles and "shaft, yokes constructed to af- 
ford bearings at their lower ends for said 
spindles and provided with inwardly-extend- 
ing lugs which overlap the upper and lower 
end of said vertical member of the frame and 
pivot-bolts passing through said lugs and said 
tubular frame members. 

8. A motor-driven vehicle, comprising a 
main frame, a motor supported thereon, an 
axle-frame comprising a rotative shaft, spin- 
dles which are pivoted thereto by flexible con- 
nections, said rotative shaft comprising a 
shaft-section and a sleeve or tubular section 
which have telescopic engagement at their 
inner ends, wheels carried by said spindles, 
means for preventing vertical flexure be- 
tween said shaft and spindles, and means for 
driving said shaft and spindles from the mo- 
tor embracing a differential-gear mechanism 
on said shaft and operative connections be- 
tween said gear mechanism and the motor. 

7. A motor-driven vehicle,* comprising a 
running gear frame, a motor supported there- 
on, an axle rotatively mounted in the rear 
part of said frame, a rotative shaft mounted 
in the forward end thereof, said axle and shaft 
each comprising a shaft-section and a sleeve- 
section which have telescopic engagement at 
their inner. ends, and means for driving both 
said, axle-and shaft from the motor, compris- 
ing a differential-gear mechanism carried by 
said axle and shaft and operative connections 
between said motor and the gear mechanism. 
, 8. In a vehicle running-gear, the combina- 
tion with two oppositely-arranged longitudi- 
nal side members, an axle connected with the 
rearendsthereof,andan axle-frame provided 
with a horizontally-arranged cylindric casing 
ofa bolster-block mounted on said casing to 
which the forward ends of said side members 
of the frame are attached. 

9, Tn a vehicle running-gear, the combina- 
tion with two oppositely-arranged longitudi- 
nal side members, an axle connected to the 
rear ends thereof, and a frame provided with 
a rotative shaft, a motor on tho vehicle, gear 
mechanism between said motor and shaft of 
the steering-frame, a cylindric casing sur- 
rounding the gear mechanism on said shaft, 



56^ 

of a bolster-block mounted on saiu casing and 
provided with lateraily-extendinK arms with 
which the forward ends of said side members 
are connected, and means, for securing said 
block upon the casing. 

10. In avehielerunning-gear,theeombina- 
tion with oppositely-arranged Icngitadiaal 
side members, an axle connected with the rear 
ends thereof and a front-axle frame, of means 
for pivotally connecting said frame with the 
forward ends of said longitudinal members 
to swing on a horizontal axis, comprising a 
cylindric casing supported on said frame, a 
bolster-block pivotally mounted on the cas- 
ing and provided with oppositely and later- 
ally extending arms with which the forward 
ends of the said members are connected, lat- 
erally-extending lugs on said block and a 
strap extending between th'fe opposite ends of 
said lugs and embracing said casing.. 

11. In a motor-driven vehicle, the combina- 
tion of a running-gear embracing oppositely- 
arranged longitudinal side members, an axle 
connected with the rear ends thereof, a frame 
provided with a rotative shaft, a motor on 
the vehicle, gear mechanism between said 
shaft and said motor, and a cylindric casing 
inclosing the gear mechanism of said shaft, 
of a bolster-block mounted on said casing and 
with which the casing has .pivotal engage- 
ment, means for connecting the forward ends 
of the said members to the said block, and 
means for holdingsaid block upon the casing. 

12. In a motor-driveu vehicle, thecombina- 
tion with the running-gear embracing oppo- 
sitely-arranged longitudinal side members, 
an axle connected with the rear ends thereof, 
a steering-frame embracing a rotating shaft, 
spindles pivoted to the opposite ends thereof 
bynniversal-jointconoections, means for pre- 
venting vertical ftexure between said shaft 
and spindles, a motor on the vehicle, gear 
connections between said niqtor and said 
shaft, and a cylindric casing inclosing the 
gear mechanism of said shafc, of a bolster- 
block pivotally mounted on said casing, to 
which the forward ends of the side membei* 
of the running-gears are connected, and 
means for holding said block on the casing. 

13. In a motor-driven vehicle, the combina- 
tion with the running-gear embracing oppo- 
sitely-arranged longitudinal side members, 
an axle connected with the rear ends thereof, 
a steering-frame embracing a rotative shaft-, 
spindles pivoted to the opposite ends thereof 
by ilexible connections, means for preventing 
said vertical ilexure between said shaft and 
spindles, a motor on the vehicle, gear connec-. 
tions between said motor and said shaft, and 
a cylindric casing inclosing the gear mechan- 
ism of said axle, of a bolsterrblock pivotally 
jTiounted on snid casing to which the forward. 
ends of the side bars of theruuning-gearsare 
connected, and means for hoMingsaid block 
on the casing comprising laterally-extending 
logs on said block, and a strap extending be- 
tween the opposite ends of said lugs and em- 
bracing the casing. 

14. In a motor-driven vehicle, the combina- 
tion with a running-gear embracing oppo- 
sitely-arranged longitudinal side members, 
an axle connected with the rear ends thereof, 
a steering-frame comprising an upper hori- 
zontal member, two -vertical members con- 
nected therewith, yokes piifoted to said ver- 
tical members, a rotative shaft mounted in 
said frame, spindles mounted in the yokes 
and pivoted to the opposite ends of the shaft 
by flexible connections vertically under said 
pivotal connection of said yokes with the 
frame, a motor on said vehicle, gear connec- 
tions between said motor and said shaft of 
the steering- frame, and a cylindric casing in- 
closing the gear mecliauism on said steoring- 
axle and supported in said frame, of & bol- 
ster-block which is pivotally engaged with 
said casing and means for connecting the 
forward ends of said side bars with said 
block. 

16. In a motor-driven vehicle, the combina- 
tion with a running-gear embracing oppo- 
sitely-arranged longitudinal side members, 
an axle connected with the rear ends thereof, 
a steering-frame comprising an upper hori- 
zontal member, ,two verUcal members con- 
nected therewith, a rotative shaft mounted 
in said frame, spindles connected with the 
shaft by flexible connections, yokes pivoted 
to said vertical members of the frame to 
swing on a vertical axis vertically above sAid 
flexible connection of the shaft and Spindles 
and in the lower ends of which' the spindles 
are mounted, a' motor on the vehicle, gear 
connections between said motor and shaft, a 
cylindric casing inclosing the gear mechan- 
ism of said shaft and means for supporting 
said casing in the frame comprising a bar 
connected at its opposite ends with said ver- 
tical memibers of the frame and engaging the 
lower side of said casing, of a bolster-block 
pivotally engaged with said casing, means 
for securing the forward ends of the side 
members thereto, and means for holding said 
block upon the casing. 



GEARiNG. 

613,399. ALFRED W. SOUTH Y, Lon- 
donl' England. Steering-Wheel for Mo- 
tor-Vehicles. Filed Aug. 6, 1898. Pat- 
ented Nov. 1, 1898. Serial No. 687,886. 
(No model.) 

This invention relates to separately- pi voted 
steering- wheels for mechanically - propelled 
road-vehicles, and particularly to that kind 
in Which the wheel has its pi voting-point situ- 
ated iu the plane of the center of the wheel- 
tire. 

It has for its object to simplify the con- 
struction ol: such wheels and, if desired, to 
give them a tendency to run straight ahead. 
According to my invention the steering- 
wheels have hollow hubs, preferably of metal, 
and each carries an internally -projectyig 
trunnion, keyed or otherwise rigidly attached 
thereto, such trunnion constitutiug the in- 
ternal member of the wheel-bearing. The 
externa? member consists of a metal sleeve 
within which the trunnion rotates with or 
without llic interposition of balls, rollers^ or 
other ami friction device. The external mem- 
ber is also provided with a hole, boi-ed ver- 
tically through il at one .side of the horizon- 
tal bearing, within whicli the trunnion ro- 
tates and is canned to pivot for the purposes 
of steering by being mounted on a vertical 
pin supported in a solid metal fork formed 
on the end of the fixed axle and passing 
through the vertical hole in the external mem- 
ber. The said external member is prefer- 
ably formed with an extension at the side, 
through which the vertical hole is borod,the 
position of the extension being such that the 
axis of the vertical hole through it is in the 
plane of the center of the wheel-tire. The 
relative positions of the horizontal and ver- 
tical borings in the external member or sleeve 
may be varied within certain limits. For ex- 
ample,' the vertical boring may be so much 
to the side of the horizontal as to be separated 
from it by a certain portion of metal, or the 
tjFO borings may just touch, or the vertical 
may cot the horizontal hole tp any desirable 
extent, in which case the trunnion has an an- 
nular groove to allow of the passage of the 
vertical pin, or, if desired, a plain trunnion 
may be used and a groove be formed on the 

vertical pin. In the former case the pin also 
acts as a locking device to hold the trunnion 
in the sleeve and resist lateral strains. 

In carrying my invention into effeot the 
vertical pivot is preferably placed in advance 
of the horizontal trunnion, thus giving to the 
steering-wheels a slight caster action or tend- 
ency to rnn straight, the amount of which 
will depend upon the horizontal distance be- 
tween the axes of the horizontal and vertical 
bearings, respectively. The external mem- 
ber carries also a steering-arm, rigidly at- 
tached to it in any desirable way. 

1. In separately- pivoted steering- uneels 
for mechanically-propelled road-vehicles, the 
sombination with a hollow hub carrying an 
inwardly-projecting trunnion and a sleeve 
within which such Trunnion rotates, of a ver- 
tical pin or pivot passing through the said 
ileeve (or through an extension thereof) at 
one side of the said trunnion, and a fixed fork 
supporting said pin substantially as and for 
the purposes described. 

2. In separately-pivoted steering-wheels 
for mechanically-propelled road- vehicles, the 
combination with a hollow hub carrying an 
inwardly -projecting trunnion and a sloevc 
within which such trunnion rotates, of a vnr 
tical pin or pivot passing thvougli tho •suU 
sleeve (or through an extension llnircoDai 
the side and in advance of tbeyaid tnninf'on, 
and a fixed fork supporting said pin, v\ lieiie Ipy 
a caster action is obtained, substunli.illy as 
and for the purpoQcs described. 

3. In separately -pivoted steering-wheels 
for mechanically-propelled road-vchirlys the 
combination of a hollow hub carryin;^ nivin 
ward ly- projecting trunnion and n Rlei'Vc 
within which such trunnion rotates, of :i vor- 
tical pin or pivot passing through Ihe said 
sl^ovo (or through an extension thereof) at 
onn: Hide of the said trunnion and an annular 
groove in the said trunnion allowing of the 
pafisage of said verlicnl pin, whereby a lock- 
ing action is obtained, .substantially as and 
for the purposes described. 

4. In separately -pivoted steering-wheels 
for mecTianically-propelled road -vehicles, the 
combination with a hollow hub having an 
inwardly-projecting truunion, a sleeve within 
which such truanion roUites, and a fixed rOrk 
supporting said sleeve, of a pivotal connec- 
tion between said fork and sleeve having a 
vertical axis at one side of the axis of said 
trunnion, substantially as and for the pur 
poses described. 

5. In separatelj'-pivoted steering-wheels 
for mechanically-propelled road-vehicles, the 
combination with a hollow hub having an in- 
ward I v- projecting trunnion. A Eiieevo within 



which such trunnion rouites, and a fixed fork- 
supporting said sleeve, of a pivotal connec- 
tion between said fork and sleeve having a 
vertical axis at one side of, and in advance 
of, the axis of said trunnion, whereby a cas- 
t'^r action is obtained, substantially as and 
for the purposes described. 

G. In separately -pivoted steering-wheels 
for mechanically-propelled road-vehicles, the 
combination with a hollow hub, of an in- 
wardly-projecting trunnion carried thereby 
and havinganannulargroove, a sleeve within 
which such trunnion rotates, and a vertical 
pin passing the said sleeve atone side of the 
said trunnion and entering said annular 
groove in the said trunnion, whereby a lock- 
ing position is obtained, substantially ffs and 
for the purposes described. 

614,781. GEORGE J. ALTHAM, Swan- 
sea, Mass. Vehicle- Filed Dec. 31, 1897. 
Patented Nov. 22, 1898. Serial No. 
665.071. (No modiel.) 
This invention has relation to vehicles gen- 
erally, and though designed more especially' 
for embodiment in that class of vehicles in 
which the driving power is imparted to the 
wlieels from a motor in the vehicle, yet it may , 
becTuployed on wagons and carriages of other ' 
constructions and propelled in other ways. 

The object of the invention is to provide 
certain improvements in the running-gear 
whereby the body of the vehicle may be sup- 
ported flexibly and the axle may have a yield- 
ing movement in a plane transvci-se to the 
said body. 

To these ends the invention consists in a 
vehicle having certain features of improve- 
ment which are illustrated upon the draw- 
ings and are now to be described in detail 
and then pointed out in the claims hereunto 
appended. 

1. A vehicle having a superstructure, an 
ixle, wheels on the ends of the axle, and a 
oose compensating flexible connection be- 
tween the axle "and the superstructure on 
which the superstrnctnre is supported, where- 
by tlie axle and the superstructure are free 
to have an oscillatory movement about a cen- 
ter relatively to each" other inplanes perpen- 
dicular to tho longitudinal axis of the vehicle. 

2. A vehicle having a superstructure, a 
front axle stationary longitudinally of the 
auperstructure, and a loose compensating 
flexible connection between the superatruc- 
ftireand the axle and on which the saidsuper- 
structure is supported whereby they are free 
to oscillate relatively to each other in planes 
transverse to the longitudinal axis of the su- 
perstructure. 

3. A vehicle having a superstrncturc, an 
axle, wheels on tho end of said axle, and (i 
flexible non- extensible couin'ction for the 
same consisting of a curd or cliaiii or, which 
the superstructure is supijirteil, said cord or 
chain beingconnected r t its ends to the snper- 
gtruetnre and having its intermediate por- 
tions supported loosely upon Ihe axle. 

4. A vehicle having a suporsfructure, an' 
axle, and a flexible connection for the same 
consisting of brackets depending from the 
said superstructure to points below the axle, 
and a cord or chain on which the said super-' 
structure is supported, said cord or chain' 
having its ends connected to the ends of thoi 
brackets and having its iutermediateportionA 
supported by the axle, whereby the axle is • 
capable of oscillating relatively to tho super- 
structure. 

ri. A vehicle comprising a superstructure 
having depending guides, au axle, slides mov- 
.'iblo on said guidas auu having provisions for 
receiving and supporting the axle, rollers 
journal'-'d on said glides, and a flexible cord 
or chain having its ends connected to said 
guides ,ind having its intermediate portions 
passing o\ or said rollers. 

0. A vohiolo comprising a superstructure 
having depending cuived guides, a tubular 
axle, slides movable along said guides and 
having provisions for receiving said axle, and 
a chain or cord having its ends secured to the 
depending guides and having its central pr>r- 
tion passing loosely through the tubular a.-clo. 

7. A vehicle comprising a superstrocturo, 
au axle, compensating flexible connections 
between tho axle and the supei-structure, 
whereby the axle is free to oscillate in planes 
transverse to the longitudinal axis of the 
body, wheels connected by vertical pivots 
with the ends of the axles, and mer.ns for 
swinging said wheels about f'o «n(id vertical 
pivots. 

616,167. JEREMIAH J. GILLINGER, 

Quitman, Mo. Tractlon-Wheel. Filed 
Aug. 3, 1897. Patented Nov. J9, I89« 
Serial No. 647,004. (No model, i 
JViy invention is au impro\emoiit in trac-- 
tion-wheels;anditconsis('-incerliiin£eature.s 
of construction -and nov-(M c-mibination.s of 



parts, as will W hmcinufter described, and 
poitited out in tUe eUiims. 

1. In a traetion-whecl, tho coinbinalion 
with the opposite hubs of the main wheel, of 
the shaft^xtending through and between the 
said hubs tlie fly-wjieel on said shaft between 
the wheoi-hubs, geariD^^ between the said 
shaft and the main whee), and means forim- 
partjng motion to said shaft substantially as 
set torth. 

2. A traction-wheel comprising the rim, the 
hub having gear-wheels or rings, the curved 
spring-^yokes between the hub and rim, the 
framing supporting the wheel, and drive- 
gearing arranged to mesh with the gear- 
wheels or rings of the hub substantially as 
described. 

3. A traction-wheel, consisting of tho op- 
posite ring-sections, the opposite hub-sections, 
the curved spring-spokes connecting the rim 
and hub sections the shaft extending through 
and between the hub-sections, the fly-wheel 
on the shaft between the hub-sections and 
means for turning the shaft substantially as 
set forth. 

4. A traction-wheel comprising the shaft, 
tlje opposite hubs thereon, tlie rim made in 
sect-ions side by side and tlie curved spring- 
spokes connecting the hnbs and their respec- 
tive rini -sections substantially as set forth. 

615.360; JOSEPH MIELOT and BE- 
NOJT MOLLOT, Gray. France. Driv- 
ing-Gear for Motor-Vehicles. Filed 
Aug.- 24, 1898. Patented Dec. 6, 1898. 
Serial No. 689,386. CNo model.) 
In self-propelled or motor vehicles the mo- 
tors communicate a rotary raoveraejit to the 
shaft carrying the di Jerential gear asnally 
■by means of three sets of gear-wheels giving 
three velocities, which tho attendant eniploys, 
iccording to the stato of the route or accord- 
ing to requirements. To appreciate the dis- 
advantage attaching to this arrangement, it 
13 only necessary to mount a vehicle provided 
with tho same and to push once only the le- 
ver by means of which one pair of wheels is 
Vrought out of gear in order to put another 
pair into gear. Before the necessary skill 
required foi' this operation has been acquired 
it will be unusual if the whole set of wheels 
forming this primitive transmitting mechan- 
ism is riot seriously damaged. To obviate 
this disadvantage, some vehicles are provided 
with a belt transmission. The variations in. 
speed are, it is true, thereby more easily ef-. 
fected; but thisniethod of transmission is so 
oumbrou's by reason of the number of pnl- 
leys necessary that with two speeds only the 
whole of the vehicle-frame is utilized. Now 
according to our invention we provide an ar- 
rahgement which without disengaging the 
teeth of the wheels gearing together gives 
three speeds in a forward direction and with- 
out any complication one speed in a back- 
.ward direction. It is very simple, occupies 
i& small space only, and all itsoperative parts 
can be inclosed in an oil-batli designed to 
preserve them from wear. 
. 1. In driving-gear espeoially applicable to 
self-propelled vehicles the Arrangement upon 
the shaft A of the motor of two fly-wheela V 
V' which can be eithei separately or simnl 
taueously put into gear for separately or si 
mnltaneonsly operating two wheels G, G' con 
T»ected by chains with wheels F, F' mounteo 
dpon shafts E, E' of a first, differential gear 
arranged upon ^n intermediate shiaft in shch 
a manner that the speed of the wheel P of the 
said first differential gear depends upon the 
Telocity obtained by putting V and 15 or Y' 
ftfld B' into gear or to the sum of these two 
velocities, substantially as hereinbefore de- 
scribed and illustrated in the accompanying 
drawings. 

2. In driving-gear of. the kind described in 
claim 1 the combination with the first differ' 
ential gear of a second differential gear ar^ 
ranged in the usual manner upon the driving' 
shafts of the two wheels, the v^heel P' of the 
second differential gear gearing with the 
wheelPof the first, snbst^antially as described 
and iUtistrated. 

3. In an arrangement of the kind described 

"operating the gear V, B, V, B' by spring-con 
trolled levers H, H' actuated by rods K, E 
carrying rollers L, L' which follow the euryci 
'^f the sectors M> M', the said sectors beinj; 

dapted to be lowered or raised, substantially 

j described and illustrated. 

4. In an arrangement of the kind descriued 
the combination of additional rollers Z, V and 
of the rods K, K' with a frame TJ having in 
clined inner faces which by rising cause the 
rods KfK' to suddenly approach on,e anoth^i' 
and thereby suddenly reduce the speed of ov 
stop the vehicle, substantially as described 
and illnstrated. 

6; In an arrangement of the kind descrlbet'l 
the connection of the chain-wheels F, F' with 
their respective shafts E, E' by ratchet-geai 
K, 1^' pr^erably of the kind having rollers r 



GEARING 

whereby the rotation of the shafts can only 
take place in the direction of motion of the 
motor, substantially as described and. illns- 
trated. 

(j. In Onving-gear of the kind described 
the arrangement upon the extension of the 
shaft D' of a movable friction-cone Q which 
can be brought into contact with a cone T 
mo'unted npon the extension of the Bha.ft E 
of the intermediate differential gear, the com- 
bined movement of the two differential gears 
P, P' with the gear T, Q, having as a result 
that, when the lower velocity- wheel B' is put 
into gear, the wheerwhich actuates the shaft 
extension D is rotated backward with a di- 
minished velocity, substantially as "described 
and illustrated in the accompanying draw- 
ings. 

616,430. JOHN CLOUGH, Bradford, 
and JOSEPH BUSH, Coventry, Eng- 
land. Variable Speed and Power 
Mechanism for Motor-Vehicles. Filed 
Dec. 20, 1897. Patented Dec. 6, 1898. 
.Serial No. 662,664. (No model.) 
This invention has been patented in the fol- 
lowing countries: England, No, 2,801, dated 
February 8, 1890, and No." 19,014, dated Au- 
gust 28, 1B9C; France,. No. 261,393, dated No- 
vember 18, 18D6; Belgium, No. 124,644, dated 
November 18, 1896; Italy, XXXII, 43,068, 
LXXXIV, 278, datpd December ]4, 1806; 
Switzerland, No. 13,372, dated November 18. 
1896; Hungary, No. 7,806, dated November 
19, 1806; Austria, No. 47/1,368, dated No 
vember 18, 189C, and Germany, Noi 65,782. 
dated November 19, 1896. 

This invention relates to improvements in 
autooarriages orvehicies f.tted with driviug- 
wiotors; and its object is ty provide compact 
andconveniently-controUabfo mechanism for 
varying the speed of the vehicle in relation to 
that of the motor. 

1. In combination, the driving-shaft, the 
sun gear-wheel journaled thereon, the gear- 
ring'also journaled thereon, the driven mem- 
ber loose on said shaft, the planet geftr-wheels 
journaled to said driven member and engag- 
ing both the sun-wheel and gear-ring, means 
for clutching the gear-ringto the shaft, means 
for clutching the sun-wheel to the shaft, brak- 
ing means for holding the sun-wheel against 
movement and braking means for holding the 
^ear-ring against movement, substantially as 
Soscribed. 

2. In combination, the shaft,,the sun gear- 
wheel journaled thereon and having" a fric- 
■iion clutch-surface, the gear-ring also jour- 
naled on said shaft and having a friction 
jlntch-sarface, the driven element journaled 
on the shaft, planet - gears carried thereby 
engaging the ring and sou gear, friction- 
clutches adapted to engage either of both of 
the friction-surfaces" carried by the sun-wheel 
and gear-ring, and braking devices lor hold- 
ing either the suu-gear or gear-ring station- 
ary, substantially as described. 

3. In combination, the shaft, the sun-gear 
md gear-ring journaled thereon, the driven 
3leinent journaled on the shaft, planet-gearp 
carried thereby and engaging both the sun- 
gear and gear-ring, braking-surfaces carried 
by the said sun-gear and gear-ring, means for 
clutching one or both said parts to the shaft, 
brake-straps engaging said braking-snrfacesi 
ind connections for operating the clutches' 
indbrake-straps from asingle lever, substan- 
ially as described, 

4. In combination, tho driving-shaftj the 
in-gear and gear-ring journaled thereon,and 
aving cintch and braking surfaces, the 

iriven element also journaled on said shaft, 
olanet- gears carried thereby engaging .the 
lun-gear and gear-ring, clutches for engag- 
ng said clutch-surfaces, brakes to operate on 
(aid brake-surfaces, lever-arms engaging the 
clutches, a rock-shaft, cams carried thereby 
xdapted to cause one or both to engage, the 
iUitch-surfaces, mechanism carried by said 
^haft for alternately operating the brakes, 
and meauR for operating said rock-shaft, sub- 
stantially as described 

616,267. HINSDALE SMITH, Spring 
field. -Mass. Motor-Vehicle. Filed May 
10, 1898. Patented Dec. 20, 1898. Serial 
No. 680,258. 'CNo model.) 
This invention relates to improvements in 
motor-vehicles, and more particularly to the 
manner of mountingthemotorapparatusand 
to the speed changing and reversing mech- 
anism and the operating or controlling and 
gaging or indicating devices therefor. 

The object of the improved mode of mount- 
ing the motor, inclusive of all the. motor ap- 
paratus, movably and a-djustably on the ve- 
hicle independently of the driving-shaft for 
the vehicle which is driven by the motor, is 
principally to thereby cause the adjustably- 
mounted motor to become the tightener for 
the belt between the motor puliev or drum 



565 



iJ«' 



and tlie diiving-sliaft for tlip \ohicle, whrch 
through tho belt is driven by said motor- 
pulley. 

Theobjcctof tlieimprovoinentaiii llio speed 
changing and reversing mechanism is to pro- 
vide by a practical, comparatively simple, and 
light and durable and operative mechanism 
means whereby at the will of the rider while 
the motor is running tlie vehicle may remain 
immovable or whereby it may be rnn forward 
at a slow speed, at a more or less faster speed, 
as provided for, or caused to run iiackward, 
and onewhich,moreover, provides that of the 
two driven wheels of the vehicle one may run 
faster than the other, as required, on round- 
ing curves or cornere and all without inter- 
fering with the capabilities of the mechanism 
for driving said wheels. 

Compensating gearing between two shatt- 
. sections whereby both may be driven logethei 
and whereby one may have the faster or 
slower motion relative to the other, substan 
tially as ddscribed, is not claimed as a new 
contrivance by ine, although the combina- 
tion and arrangement thereof in a speed- 
controlling meehaniain as herein sot forth 
embody the novelty 

While m3'^ invention is not limited in cer- 
tain portions thereof to any special mechan- 
ism for effecting thoshiftingof the belt from 
one of the positions mentioned to another and 
for operating the disk-liolding straps, I havo 
provided new and advantageous shifting and 
controlling means of extreme simplicity 
which are easy of operation and certain in 
result and th^ mauipulation of which may 
1)6 apparent or readily understood by anj' one 
having little or no knowledge of mechanical 
matters. 
,1. The combination with an axially or cen- 
trally arranged rotatable part having a fixed 
gear-wheel m, of a second rotatable part (/, 
also having a fixed gear-wheel r,a disk or geai-- 
carrierL,niounted to be rotated having united 
gears o p thereon, tho one p adapted to be 
driven b^ the gear on said part g, and through 
its therewith-connected gear, driving the gear 
m on the first-named rotatable part, shift- 
able means for driving either of said rotata- 
ble parts, and means for permitting or re- 
straining the turning of the gear-carrying 
disk 5, substantially as described. 

2. The combination with an axially or cen-. 
trally arranged rotatable part having a fixed 
gear-wheel m, of a second rotatable part 5, 
also having a fixed gear-wheel r, a disk or 
gear-carrier L, mounted to be rotated be- 
tween said two rotatable parts having a de- 
pression 38 in its rim, and carrying united 
gears and ^, the one p adapted to be driven 
by the gear-wheel r on said rotatable part g, 
and through its therewith-connected gear 0, 
driving said gear-wheel m on the first rota- 
table part, a shiftable belt for driving either 
of said rotatable parts, and a strap encir- 
cling said disk and located within the de- 
pression thereof, and having means operative 
to render it loose or constricted a'bout said 
lisk for permitting or restraining the turn- 
.ng of the disk, substantially as and for the 
purposes described. 

3. The combination with an axially or cen- 
trally arranged rotatable part having a com- 
paratively large fixed gear-wheel ??;, of a sec- 
ond rotatable part 17, having a smaller gear 

pheel or pinion r-, a disk or gear-carrier L, 
v-ith the united gear-wheels oand p rotatably 
nounted thereon, the one p adapted to be 
Iriven by the said pinion, and through its 
(herewith-connected gear o,driving the larger 
;ear m on tho first-named rotatable part, 
iljiftable means for driving either of said '■"- 
liatable parts, and means for permitting or 
restraining the turning of the geat-carrying 
disk, substantially as and for the purpose set 
forth. 

4. The combination with an axially or cen- 
trally arranged rotatable part having a fixed 
gear-wheel m, of a second rotatable part q 
also having a fixed gear-wheel r, a disk or 
jear-carrier L, mounted to be rotated, having 
united gears and p thereon, the one adapted 
to be driven by the gear r on said second ro- 
tatable part, and through its therewith-con- 
nected gear driving the gearm on the first- 
named rotatable par'u, shiftable means as a 
diiftable belt for driving either of said rota- 
able parts J or q, means for permitting or 
estraining the turning of the gear-carrying 

disk, a single movable hand-operated part, 
connections between same and said shiftable 
driving means, and connections between 
same and said disk-restraining moans where- 
by at pleasure, through said single hand-op- 
drated part, the d'riviag means may be caused 
(0 cooperate with either of said two rotata- 
ble .parts, and the said restraining means 
either engaged with or free from the said 
gear-carrying disk L, substantially as and 
for the purposes set forth. 
.">. Thp ffimbiuation with an axially-ar- 



566 

ranged rotatable part having a fixed gear- 
wheel TO, and also having a fixed interna! 
gear-'.vheel M, of a second rotatable pait q, 
also having a fixed gear-whoel r, a third ro- 
.tatable part t, having a fixed gear ji', a gear- 
carrjingdiijk L adapted to be rotated having 
two united gears o atsd p thereon, the one 
adapted to bedrivenbythegear /'.and through 
its therewith-connected gear driving the gear 
on the rotatable part J, a second gear-carrj'- 
ing disk u also rotatabiy mounted carrying 
one'or more gears t' meshing as intermediates 
with both the gear u' and with the internal 
gear of the rotatable part, shiftable means 
for rotatabiy driving either of said three ro- 
tatable parts, and means for restraining or 
rendering ?ree either of said disk carriers L 
)r u, substantially as and for the purposes as 
iet forth. 

(i. The combination with an axially or cen- 
trally arranged rotatable part J having a 
fixed gear-wheel m, and a cifcumferontially- 
exteuded portion to constitute apuUey/i;, of n 
second rotatable part q, also comprising a 
pulley and a centrally-f.rranged fixed gear- 
wheel r, a disk or gear carrier L, mounted tq 
be rotated between said two pulleys halving 
united gears o and ^ thereon, tlie one 2? adapt- 
ed to be driven by the gear On said pulley g, 
and through its therewith-connected gear o 
driving the gear m on the said rotatable part 
J, a strap?! encircling the gear-carrying disk, 
a rock-ghaft having portions extended in dif- 
ferent directions with which the ends of the 
strap are connected, a belt / shiftable from 
ooeof-said pullej'sto theothei',a belt-shifter 
therefQr, and a lever having operating en- 
gagements with both the belt-shifter and 
strap, substaDtially as and for the purposes 
set forth. 

7. The combination with an axially or cen- 
trally arranged rotatable part J, having fixed 
thereon, au internal gear M, of a pulley t, ro- 
tatable about said ceatral part J provided 
with a pinion u^ centrally thereof, a rotary 
gear-carrier m provided with one or more gear- 
wheels V meshinj as intermediates between 
the said pulley-pinion and the teeth of said 
internal gear, and means for temporarily re- 
straining the gear -carrier against rotation 
whereby the rotations of the pulley t \vill then 
insure the reverse rotation of the said flrst- 
uamed rotatable part J, substantially as de 
scribed. 

8. The combination with a centrally-ar- 
ranged rotatable part J, provided with a pul- 
ley or like rotating device k, and provided 
with an internal gear M fixed thereon, of a 
second pulley t provided with a oentrally-ar- 
panged pinion v?, a gear-support jt provided 
with one or more gear-wheels v meshing as 
intermediates between said pinion ti'and in- 
ternal gear-wheel M, meaus for permitting or. 
restraining the rotation of said support u for 
the intermediate gear-wheels, and a shiftable 
belt and shifting means whereby it may be in 
driving contast around either of said pulleys 
k or t, substantially as and for the purposes 
described. 

'■>. The combination with a centrally-ar- 
ranged rotatable. part provided with a spur- 
gear m and an internal gear M,>of a wheel or 
pulley q to be driven, provided centrally with 

a gear wheel or pinion ?•, a gear-snpport ro- 
tatabiy mounted and having the united gears 
J} and in mesh with said pinion and spur- 
gear r m, a second- wheel or pulley < to be 
driven provided with a gear-wheel, a second 
gear-support provided with one or more gear- 
wheel^?' in mesh with both the gear-wheel on 
pulley^ and said internal gearM, and means 
for restraining either one of said gear-sup- 
ports from bein^ rotated at any given time, 
as desired, and a; shiftable driver for rotating 
either of said wheels or pulleys q t, substan- 
tially as and for the purposes set forth. 

10. The combination with a centrally-ar 
ranged rotatable part provided with a spur- 
gear m and an internal gear M, of a wheel 01 
pulley 5to bedriven, provided centrally with 
a gear wheel or pinion r, a gear-support rota- 
tabiy mounted and havingtheunited gears p 
and in mesh with said pinion and spur-gear 
r m, a second wheel or pulley t to be driven 
provided with a gear-wheel, on© or more .irear- 
wheels V in mesh with both the gear-wheel 
on pulley i and. said internal gear M, a shift- 
able belt or driver for driving either of said 
pulleys according to its position, straps en- 
circling and adapted to be constricted around 
said gear-supports, means for shifting said 
belt, and a rock-shaft having variously radi- 
ally extended engagement portions in con- 
nection with the ends of said straps, and 
means for imparting a rocking motion where- 
by simultaneously, one of said straps will be 
iu binding engagement on one of the gear- 
supports, the other being rendered loose, and 
vice versa, substantially as and for the pur- 
poses sot forth. 

11. The combination with a centrally-ar- 



GEARING. 



ranged rot.itable part provided with a spur- 
gear n? and an internal gear M, of a wheel oi 
pulley q to bodrivcn, provided centrally with 
agearwiieel or pinion r, a gear-support rota- 
tabiy mounted and having the united gears jj 
and in mesh with said pinion and spur-gear 
r 111, a second wheel or pulley I to be driven 
pro\'ided with a gear wheel, cue or more gear- 
wl'cels (' ia mesh with both the gear-wheel 
on pulley t and said internal gear, a shiftable 
belt or dri\'er for drivio-^ either of said pul- 
li"ys according to its po^sition, straps encir- 
cling and adapted to be constricted around 
said gear-supports, and a rock-shaft having 
variously radially extended engagement con- 
aections with the ends of said straps, and 
means operative both for shifting said belt 
and for conjointly imparting a rocking mo- 
tion whereby ono of said straps will be in 
binding engagement on one' of the gear-sup- 
ports, the other being rendered loose, and 
vice' versa, sii'istantialiy as and for the pur- 
poses set forth. 

12. In eonibinatioh, an axially-arranged ro- 
tatable part having a fixed gear-wheel, arid 
an enlarged pnlley, and also having a fixed 
internal gear-wheel, of a second rotatable part 
or pulley also having, centrally, a fl.xed gear- 
wheel, a third rotatable part or pulley, of eir- 

eumferentially the same size as the afore- 
named pnlleys having a fixed gear, a gear- 
;arrying disk adapted to be rotated having 
'wo united gears thereon, the one adapted to 
'le driven by the gear on said second rotafa- 
')le part and through its therewith-connected 
rear driving tte gear on the first rotatable 
part, a second gear-carrying disk also rotata- 
biy mounted carrying .geare meshing, as inter- 
nediates, with both the gear on the said third 
.'otatable part and with the lulernal' gear of 
the first rotatable part, said gear-carrying 
lisks being circumfereiitially similar to said 
pnlleys and !iave depressions in their rims, 
the straps n and w eucireling them, the rock- 
shaft having the ditferentially-radial straji 
mgagement extensions, a belt-shifter, and 
means for shifting it, which is also connected 
for rocking said rook-shaft whereby the one 
strap may be tightened and the other simul- 
taneously loosened and vice versa, substan- 
tially as described. 

13. In a motor -vehicle, the combination 
with a traction wheel or wheels thereof, of a 
motor adjustably mounted on the vehicle for 
a bodily movement aT^d provided with a pul- 
ley, of a vehicle driving-shaft havingdriving 
connections with the vehicle-w-hecls, and pro- 
vided with changeable-speed gearing com- 
prising a plurality of equal-sized pulle}"-like 
members adapted' to have, both directly, and 
through reducing and reversing gearing, con- 
nections with the vehicle driving-shaft, a belt 
running around the motor-pulley, and also 
according to its shifted position around one 
or the other of the pulley members of the 
aforesaid changeable gearing, a belt-shifter 
for said belt, and means fdr bodily moving 
the motor and its pulley independently of the 
vehicle driving-shaft, toward or from the lat- 
ter, substantially as and for the purposes set 
forth. 

14. In a motor- vehicle, the combination 
with avehicle driving-shaft consisting of two 
shaft members having driving connections 
with separate traction-wheels of the vehicle, 
and having on their adjoining ends, fixed 
bevel-gears, of a sleeve-like part loosely sur- 
rounding the sectional vehicle driving-shaft 
and comprising a spur-gear m, a pulley or 
driver as k, haviug the journal-shaft i with 
the bevel gear-wheels mounted thereon which- 
are iu mesh with the bevel gear-wheels of 
both the said shaft-sections, a second rotata- 
ble drivp wheel or pulley q having a hub-pro- 
vided pinion or gear-wheel r, the gear-carry- 
ing support L, having the united gears ^5 and 
respectively iu mesli with the pinion r and 
sleeve-gear in, merfris for permitting or re- 
straining from rotation the said gear-carryiug 
support, and driving means shiftable to op- 
erate at pleasure either wheel k or wheel q, 
substantiallv as and for the purposes set 
forth. 

15. In a motor-vehicle, in combination, a 
vehicle driving-shaft consisting of two shaft 
members having driving connections with 
separate traction-wheels of the vehicle, and 
having on their adjoining ends, fl.'ced bevel- 
gears, a sectional and united sleeve-like part 
loosely surrounding the sectional vehicle 
driving-shaft, and comprising a spur-gear m_ 
a pulley or driver as 7:, having the journal 
shaft i with the be\'el gear-wheels mounted 
thereon which are ih mesh with the bevel 
gear-wheels of both lli3 said shaft-sections 
and said sectional sleeve comprising cupped 
members forming a casing for said several 
intermeshiug bevel-^ears; a second rotatable 
drive-wheel or pulley h.iving a hub-provided 
pinior^orgear-wheel /■, the gear-carrying sup- 
port L, ha^■ing the u^li^ed gears p and re- 



spectively in mesh with the pinion r and 
sleeve-gear m, means for permitting or re- 
straining from ro.tntiou the said gear-carry 
ing support, and driving means, shiftable lo 
operate at pleasure either wheel /,: or wheel **/, 
substantially asandfor the purposesset forlh 
18. In a motor-vehicle, in combination, th« 
peetionai vehicle driving-shaft having, on the 
adjacent ends of its sections, the bevel gear 
wheels 20, 30, the sleeve -like part rotatfl- 
Idy sui-i'oundiug the .sectional shaft carrying 
the journal-shaft / provided with the bevel 
gear-wheela 33, 33, in mesh with said flrst- 
iinmed bevel gear-wheel, and provided with 
the spur-gear m, the pulley q provided with 
a hub-like pinion ?■, the rotatable gear-carry- 
ing disk L, surrounding the sleeve, and pro- 
vided with the gear-wheels p and n which 
mesh into gears rm, means for restraining 
said gear-carrier at pleasure against rotation 
and means for rotating pulley g, substan- 
tially as and for the purposes set forth. 

17. In a motor-vehicle, in combination, the 
sectional vehicle driving-shaft having, on llie 
adjacent ends of its sections, the bevel gear- 
wheels 29, 30, the sleeve-like part rotatabiy 
surrounding the sectional shaft-, carrying 
transversely, within the .chambered poition 
thereof, the journBl--shaf t i, provided with the 
bevel gear-wheels 33, 33, meshing into the 
bevel-wheels 29, 30, and provided with the 
fixed inl-ernalgear M, the pulley or drive- 
wheel i rotatable around, and independently 
of the 8lee\;e, and provided at its hub with a 
pinion, the rotatable gear-support 7ipi'0vided 
with one or morespurgear-wheels v, meshing 
as intermediates with both said pulley-pin- 
ions and said internal gear of the sleeve, and 
restraining mechanism for said gear-support, 
substantially as and for the purposesset forth- 

18. In a motor-vehicle, in combination, the 
sectional vehicle driving-shaft having on the 
adjacent ends of its sections, the bevel gear- 
wheels 29, 30, the sleeve-like part rotatabiy 
surrounding the sectional shaft, having jour- 
naled therewithin and bodily movable there- 
with, the bevel gear-wheels 33, 33, in mesh 
with said gears 29, 30, and also provided with 
the spur-gear m, and the pulley extension k, 
the pulley q, rotatable about the sleeve and 
having tlie hub-like pinion r, the rotatable 
gear-carrying disk L, loosely surrounding the 

sleeve, and provided with the gear-wheels 2> 
and which mesh into geara r m, means forre- 
straining said gear-carrier at pleasure against 
rotation and shiftable means for rotating 
either pulley q or the sleeve through its part 
k, substantially as and for the purposes set 
forth. 

19. In a motor-vehicle, in combination, the 
sectional vehicle driving-shaft having on the 
adjacent ends of its sections, the bevel gear- 
wheels 29, 30, the sleeve-like part rotatabiy 
surrounding the sectioned shaft, carrying axi- 
ally transversely within the chambered por- 
tion thereof, which surrounds the ends of the 
shaft-sections, the snitably-journaled bevel 
aiear-wheels 33, 33, meshing into the bevel- 
wheels 29, 30, and provided with the fixed in- 
ternal gear 51 at its opposite end, the pulley 
or drive-wheel i rotatable around, and inde- 
pendently of the sleeve, and having an elon- 
gated hub provided at its end with a pinion, 
therotatablegear-supportingdisk u mounted 
on the extended hub of the said wheel ( 1)e- 
tween the body of said wheel and said inter- 
nal gear, and provided with one or more spur 
gear-wheels v, meshing as intermediates with 
both said pulley-pinions and said internal 
gear of tlie sleeve, and the strap for said dislc, 
and operating meaus therefor, substantially 
as and for the purposes set forth. 

20. In a motor-vehicle, iu combination, the 
vehicle driving-shaft F, constituted bj' the 
alined sections 27, 28, liaving on their adja- 
cent ends the hovel gear-wheels 29, 80, the 
two-part sleeve fonned with the cup-like end 
portions J' J' fixed together constituting an 
internal chamber having journaled therein 
and bodily revoluble, the bevel gear-wheels 
33, 33, meshing said gears 29, 30, and one of 
said sleeve-section^ provided with spur-gear 
m and also being outwardly enlarged to con- 
stitute the drive- wheel or pulley k, said sleeve 
moreover, being pi'ovided suitably distant 
from said puUej' with the fixedinternal gear, 
the pulley q rotatable about the sleeve and 
provided with the hub-like pinion r, a third 
pulley p alongside pulley q having the elon- 
gated hub provided at its end with the pin- 
ion-gear ti', the disk L rotatable about the 
sleeve between the pulleys q and 7c carrying 
one or more sets of nnited gear-wheels p and 
meshing said pulley-pinion r and the gear- 
wheel m of the sleeve, the second disk v ro- 
tatabiy mounted upon the elongated hub of 
the pulley t having one or more jvheels in 
mesh with, and intermediate between the 
pinion u^ and the internal gear of the sleeve, 
the straps n and w adapted for binding en- 
gagements respectively around disks L and 



H, means for rendering theni^ tight or loose 
as desired, a driving-belt sbif table onto either 
of the said three pulleys and driving connec- 
tions between said, shaft F and traction- 
wheels of the vehicle, substantially as de- 
acribev^ and shown, "and for the purposes set 
forth. , 

21. I'n a ninf^r-vehicl^- a sDeed-governinia 
meelianism, having a shiftable belt, and hav- 
ing a strap encircling a cylindrical part which 
is comprised in said mechanism, a belt-shifter, 
a strap-tightener, and a lever having con- 
nections with ihe belt-shifter, whereby, when 
swung in one plane of iiio%-ement, it operates 
thebelt-shlft«rand also has connections with 
the strap-tightener, and whereby, when swung 
in another plane, it operates the said tight- 
ener without effect on the belt-shifter, sub- 
stantially as described. 

22. The combination with the belt F and a 
strap, of the belt-shifterN pi votally mounted, 
and a rock-shaft having differently-extended 
radial members with which arecounectod the 
ends of the strap, and having the arm CO, the 
rock-shaft 54 provided with an angular mem- 
ber having the levffr P intermediately pivoted 
thereon and having a lever-arm 58, the con- 
necting-rod 50 joining arms 58 and CO, and 
the connecting-rod 50 joining the lever P with 
the belt-shifter, substantially as and for the 
purposes set forth. 

23. 'in a motor-vehicle, the combination 
with a speed-controlling mechanism compris- 
ing several rotatable pulleys and cylindrical 
members having respectively encircling 
straps, of a rock-shaft Q having variously and 
oppositely arranged radial extension mem- 
bers, with which the ends of the said straps 
are connected, a belt adapted to run around 
the said pulleys and to be shifted from one to 
the other thereof, a belt-shifter engaging the 
belt, a rock-shaft 5i having a controlling-lever 
pivotally mounted thereon, so as to swing in 
one piano independently o"" the rock-shaft, 
and so that when swung in'another plane, it 
will rock.saidshaffc.connfiotions between this 
lever- operated rock-shaft and the first-named 
rock-shaft, and connections between the lever 
and the belt-shifter,substantially a? described 
and for the purposes set forth. 

24. In a change-speed mechanism, the com- 
bination with the shiftable belt F and the 
disk-restraining strap, of the belt-shifter N 
pivotally mounted, and a rock-shaft Q having 
differently - extended radial members with 
which are connected the ends of the strap, 
and having the arm GO, the tubular rock-shaft 
54 provided with an angular member having 
the lever P intermediately pivoted thereon 
and having a lever-arm 58, the connecting- 
rod 59 joining rock-shaft arms 58 and GO, and 
the connecting-rod 5G joined to a member of 
the lever P, extending therefrom through the 
said tubular rock-shaft to connection with the 
belt-shifter, substantially as aud for the pur- 
poses set forth. 

25. A two-speed forward-driving and a re- 
vereing, mechanism, comprising a shiftable, 
driving-belt and twocylindricalmembersaud 
rostraiuing-straps therefor, substantially <i3 
described, of a lever mounted to swing fore 
and aft to operate the straps and to swing 
transversely to effect the shiftins of tlm i^filt 
from one to another of its several positions, 
and the plate havfng a slot or opening therein 
comprising a central transverse portion G2, a 
forwardly-pxton.ling portion G3 havi ng its po- 
sition bt'twceii ihefudsof the transverse por- 
tion and the iartrw;ird oxiension 04 having its 
arrangoincni in linr^wifh one end of said slot 
poi'tion (i?, I'onsLiJMtiiig an indicator or gage 
for the Fositioiis of the said coiilrolling-'ever, 
snbstanliiiliy as described. 

' 20. hi a motor- vehicle, ihe combination 
with aspeed-conti'olliiig and reversing medi- 
an 'sm comprising the roiatuble pulleys Ic q f 
and ihe disks T- n having respectively the en- 
circling straps '>i w, of a rock-shaft Q having 
variously and opi)osituly arranged radial ex- 
tension members, with which the ends of the 
said strap arc connected, a belt/adapted to 
run around the said ptdloys ar:d to bo shifted 
from ouii til the other thereof, a belt-shifter 
N engaging lhe,belt, a rock -shaft 54 having a 
controlling-lover P pivotally monnted thevo-. 
on, NO !iH to swing in one plane independently 
of the rock-shiift, and so that when swung in 
iUioUwr [llano, it will rock said shaft, connec- 
tituis bcLwceu this lever-oporated rock-shaft 
and the rork. shaft Q, connections between the 
lover and the. belt-shifter, and the gage and 
gunrd-plate, having the slot with t'le central 
iransverse portion 03, the forward extension 
t)3 at one side and the rearward extension 04 
airanged at the oth^r side, su^stanfially as 
itnd for the purposes set forth.' 

27. In a motor-vehicle, the frame or sup- 
port mounted on the vehicle, consisting of 
transverse hollow members joined to, and 
interiorly in connection with, longitudinal 
hollow members, and the motor bodily sup 



GEARING. 

ported by. said frame, and connected to com- 
municate with the interior thereof, substan- 
tiidly as described. 

I'S. In a motor-vehicle, a motor-ynpport con- 
sisting of transver.se and longitudinal hollow 
members joined to constitute a frame, the one 
member thereof beipg internally in communi- 
cation with anothor7the same being movably 
mounted on the vehicle, and the motor sup- 
ported on said hollow frame and movable, 
therewith, ivpaitof the motor apparatus hav- 
ing a pjissage connection or communication 
with the hollow frame, substantially as set 
forth. 

'Jn. In a motor-vehicle, alnotor-supporting 
hollow frame, mounted on the vehicle, the 
motor mou tTted on said hollow frame, and hav- 
ing the exhaust passage or passages thereof 
connected to and communicating interiorly 
with said hollow fi-ame, whereby the lattei", in 
addition to constituting the motor-support, 
also constitutes a mulller for the motor, sub- 
stantially as described. 

'•}0. In a mot or- vehicle, a motor-support con- 
sisting of transverse and longitudinal hollow 
members joined to const! tute a frame, the one 
member thereof being intornallvin commnni-' 
qation with another, saJd frame being mov- 
ably mounted on the vehicle, tho motor 
mounted on said hollow frame liaving com- 
munication interiorly therewith, and bodily 
and adjustably movable therewith, a vehicle 
driving-shaftin fixed bearings on the vehicle 
having a pnlley-like driving appliance, and 
a belt driven by the motor and in contact 
around said pulley-like appliance, substan- 
tially as and for the purposes set forth. 

617,332. JOHN L. GLAZIER, Savan- 
nah, Mo. Motor- Vehicle. Filed Aug. 
30. 1897. Patented Jan. 10. 1899. Serial 
N<i- 650.009. ("No model.) 
My invention relates to motor- propelled ve- 
hicles or motocycles, and has for its object to 
provide an improved mechanism for trans- 
mitting motion from a motor carried by a ve- 
hicle to the driving-wheels of the latter and 
to provide simple and eflQcient means for con- 
trolling the speed and direction of movement, 
whether forward, backward, or lateral, and 
for controUins the braking devices. 

1. A motor-propelled vehicle having a run- 
ning-gear consisting of a supporting-frame, 
driving and steering wheels mounted on said 
frame, operating mechanism for the driving- 
wheels and a steering-lever for the steering- 
wheels monnted on the frame, and a sectional 
body having a front spring-supported mem- 
ber vertically movable independently of the 
steering-lever, and a rear springless member 
arranged on the supporting-frame to inclose 
the operating mechanism, substantially as 
specified. 

2. A vehicle having a running-gear com- 
prising continuous longitudinal reaches con- 
nected at their front ends by a bolster and at 
their rear and intermediate points with rear 
and intermediate beams extending lat-erally 
beyond the reaches, longitudinal side bars 
connecting the extremities of the rear and 
intermediate cross-beams, a fixed front axle 
carrying pivotal steering-wheel spindles, and 
a sectional body having a spring-supported 
front member and a springless rear member, 
in combination with steering and driving 
wheel operating mechanisms, substantially as 
specified. 

3. A vehicle having a running-gear, and a 
resilient body-section spring-supported at its 
front end, parallel vertical guide-rods ar- 
ranged contiguous to the rear end of the body- 
section, a cushion-bar mounted for vertical 
movement upon the guide-rods and support- 
ing tho rear end of tho body-section, apring- 
supported followers mounted upon the guide- 
rods, aud pivotal links connecting the cush- 
ion-bar with the followers, substantially ..s 
specified. 

4. In a vehicle, ihe-combination with a run- 
ning-gear, of a spring-supported body-sec- 
tion, parallel guide-rods rising from the run- 
ning-gear, spring-supported followers mount- 
ed upon the guide-rods, a cusbinn-bar sup- 
porting the rear end of the body-section and 
having slotted extremities fitted upon the 
guide-rods, the interv.al between the inner 
ends of the slots being greater than the in 
terval between the guide-rods to.allow end 
wiso movement of the cushion-bar, and piv- 
otal links connecting the cushion-bar with 
the foUower-blocks,substantially as specified. 

5. A vehicle having its running-gear pro- 
vided with a fixed front axle, steering-wheel 
spindles having hubs mounted upon vertical 
spindles, and rolier-bearings interposed be- 
tween the spindles and the inner surfaces of 
tho hubs, and having roller-supporting cages 
mounted upon supporting antifriction-balls, 
substantially as specified. 

C A vehicle having its running-gear pro- 
vided with a fixed terminklly-bi furcated f r/^"t 



567 



axle, steering-wheel spindles having their 
hubs arranged between the arms of the 
ixle bifurcations, spindles extending axially 
through the hubs, roller-bearings interposed 
between tho spindles and the inner surfaces 
of the hubs, said roller-bearingn including 
roller-supporting cages, and ball-bearingsin- 
terposed between the bearing -roller cages 
und the lowet'armsof the front-axle bifurca- 
tions, substantially as specified. 

7. In a vehicle, tho combination with a 
Ixed frontaslehavingterminal bifnrcatiom;, 
)f astoering-wheelspindl«hiiving its hubar- 
ranged between the arms of one of the axle 
bifurcations, a spindle connecting the arms 
of said bifurcation and extending axially 
through the hub, a roller-bearing interposed 
between the spindle aud the inner surface of 
the hub, and upper and lower ball-bearinga 
interposed between the ends of the hub and 
the facing surfaces of the arms of the bifur- 
cation, substantially as specified. 

8. In a vehicle, the combination with a 
fixed front axle having terminal bifurcations 
forming upper and lower arms, of a steering- 
wheel spindle having a hub arranged in au 
axially-vertical position between said arms, 
a spindle extending a::ially through the hub 
and terminally attached to the arms, a roller- 
bearing interposed between tho spindle and 
the inner surface of the hub, caps threaded 
upon the upper and lower ends of the hub, 
an upper ball-bearing between the hub and 
the upper arm, a lower ball-bearing betweei 
the lower cap and the lower arm, and a ball- 
bearing between the lower end of the cage of 
the roller-bearing and the inner surface of 
the lower cap,- substantially as specified. 

9. In a vehicle, the combination with a 
fixed front axie having terminal bifurcations 
forming upper and lower arms, of u steering- 
wheel spindle having a hub arranged in an 
axially-vertical position between the arms of 
the contiguous axle bifurcation, a spindleex- 
tending axially through said hub, provided 
it Its lower end with a threaded portion en- 
gaging an opening in the lowerarm and its up- 
per end with a reduced smooth-surfaced pov~ 
Mon engaging an openiqg in the upper arm', 

a reduced upper terminal extension engaged 
by a lock-nut, and terminal wrench-seats, a 
roller-bearing interposed between the spindle 
and the inner surface of the hub, and a ball- 
bearing interposed between the upper end of 
the hub and the upper arm of the axle bifur- 
cation, substantially as specified. 

10. In a motor-propelled vehicle, the combi- 
nation of a driving-wheel spindle, means for 
communicating rotary motion thereto, fixed 
collars carried by the spindle and provided 
with outwardly-extending spura parallel with 
the spindle, driving-wheels fitted upon the 
portions of the spindle beyond said collars 
and provided at their inner ends with sockets 
to receive said spurs, and means for holding 
the wheels with their hnbs in engagement 
with the sparred collars, substantially as 
specified. 

11. In a motor-propelled vehicle, the combi- 
nation of a main motor-actuated shaft, a driv- 
ing-wheel spindle,independent operatiugcon- 
nections between the main shaft aud the driv- 
ing-spindle, and each Including a transmitting 
and a receiWng gear loosely mounted respec- 
tively upon the main shaft and the driving- 
spindle, clutch mechanisms for locking either 
of said gears to the shaft orspindlo upon which 
it is mounted, and shifting mechanism includ- 
ing a lever operatively connected with both 
clutch njechanisms for simultaneously lock 
ing the transmitting and receiving gears ol 
either system, substantially as specified. 

12. In a motor-propelled vehicle, the combi 
nation of a driving-spindle, a receiving-gear 
loosely monnted upon said spindle, operating 
devices for the receiving- gear, a clutch-ritn 
carried by the receiving-gear, clutch-shoes 
carried by the .spindle and yieldingly held out 
of contact with the clutch -rim, adjustable 
bearing-surfaces carried by said shoes, a mov- 
able collar, and means for actuating the same, 
.and clutch-arms pivotall}' connected at their 
inner ends to said collar and arranged in ter- 
minal contact with the bearing-surfaces of the 
clutch-shoes, substantially as specified. 

13. In a motor-propelled vehicle, the combi- 
nation with a driving-spindle, a loose receiv- 
ing-gear and means for rotating said-gear, and 
a clutch-rim carried by tho recet ving-gear, ex- 
pansible clutch-shoes carried by the spindle, 
adjustable wedge-blocks mounted upon the 
clutch-shoes, means for locking the wedge- 
block at the desired adjustment, clutch-arms 
having terminal bearing upon the wedge- 
block, and means for spreading the terminals 
of the clutch-arms, substantially as specified. 

14. In a motor-propelled vehicle, the combi 
nation with a driving -spindle, a receiving 
gear loosely mounted upon the spindle, and 
means for rotating the gear, of a clutch-rim 

-earr'Rdby the gear n, supporting-bar fixed to 



568 

the spindle, clutch sho^s pivounT- rnouniea 
ifnon Ihe siipporiing-bKr and adapted to en- 
gage the innoi" surface of said chiLcL-rim, 
and yieldMgly ht id out of contact therewith, 
elutch-arms provided at intermediate points 
with guide-pins 6tted in tara-slots in thesnp- 
portinji-barand ad.'ipted tobearattheirouler 
extremities against the clutch -shoes, and 
means for actuating the elutch-aruis to sepa- 
rate thoir outer extremities, subslantially as 
specified. 

15. In)iinotoi'-proi)cllod vehicle, thecombi- 
natiuri with a mail) ntutor-nctuated shaft, a 
driv'ing-spiiidle, independentconnections be- 
tween the main shaft and the spindle, each 
connection including a transmitting-gearand 
a receiving-gear loosely mounted respectively 
upon the maiiishaft and tfie driving-spindle, 
clutch mcehanisiu for locking the transmit- 
ting and receiving gears of eilherconuection 
to the shaft and spindle, respectively, and 
including axlally-movable collars, a clutch' 
shifting lever mounted for swinging move- 
ment in a piano parallel with said shaft and 
spindle and operatively connected with the 
collarofoneof said clutches, a yoke connected 
with the collar of the other clutch, a rocker 
connected with the shifting-lever and having 
a cam, and a sliding pin connected with an 
arm on the spindle of said yoke and actuated 
by the cam of the rocker, substantially as 
specified. 

IC. The herein-described controlling-lever 
for independently actuating a plurality of 
mechanisms with wliich it is operatively con- 
nected, said lever having a member mounted 
for swinging movement iil a plurality of in- 
tersecting planes, a second member mounted 
upon the first-named member, for reciproca- 
tory movement, and an electric switch or cut- 
out carried by the lever, and having a con- 
necting circuit- wire extending through a tu- 
bnlar portion of the lever to a point near its 
fulcrum, substantially as specified. 

17. In a motor-propelled vehicle, the com- 
bination with clutch meeliaoism and steering 
mechanism, of a steering-arm mounted for 
swinging. movement in a vertical plane and 
operatively connected with the steering mech- 
anii^m, a controlling-lever mounted upon the 
steering-arm for swinging movement in a 
vertical plane perpendicular to that of the 
steering-arm, and operating connections be- 
tween the controlling-lever aud the clutch 
mechanism, substantially as specified. 

18. In a motor-propelled vehicle^the com- 
bination with clutch mechanism and stcring 
mechanism, of a steering-arm mounted for 
.swinging movement in .i vertical plane and 
operatively connected with the steering mech- 
anism, a controiling-lever mounted upon the 
steering-arm for swinging movement in a 
vertical plane perpendicular to that of the 
steering-arm, operatingconneetions between 
the controlling-lever aad the clutch mechan- 
ism, and lockingdevicesforsecnring the con- 
trolling-lever at Ihedesired adjustment with 
relation to the steering-arm, subst^'.ntially as 
specified. 

19. In a motor-piopelled vehicle, the com- 
bination with a di iving-spindle, operating de- 
vices, clutch mechanism for coqpectin.g the 
operating devices wfth the driving-spindle, 
find steering mechanism including a pivotal 
cross-head, of a steering-arm mounted for 
longitudinal swinging movement and opera- 
tively connected with said cross-head, a con- 
troUing-lever pivotally mounted upon the 
steering-arm for transverse swinging move- 
ment, locking devices for temporarily secur- 
ing the controllin^-leyer in any desired posi- 
tion with relation to the steering-arm, and a 
transversely-s winging shifting-lever con nect- 
ingtheconlroUing-leverwith the clutch mech- 
anism, substantially as specified. 

20. In a motor-propelled vehicle, the com- 
bination with a driving-spindle, operating de- 
vices, clutch mechanism for connecting the 
operating devices with the driving-spindle, 
and steering mechanism including a pivolal 
cross-head, of a steering-arm mounted for 
longitudinal ywinging movement and opera- 
tively connected with said cross-head, a con 
trolling- lever pivotally mounted upon the 
steering-aini for transverse swinging mo\e- 
ment, locking devices for temporarily secur- 
ing the controlling-lever in any desired pgsi 
tion with relr-tion to iho steoring-arm, and a 
transversely -swinging shifting-lever of sec- 
tional construction having its body portion 
pivoted for lateral swinging movement and 
operatively connected with the clutch mech- 
anism, and having a sliding section connect- 
ed with the '^ontrolling-lever, substantially 
as specified. 

21. In a motor-propelled vehicle, the com- 
bination with a driving-spindle, operating de- 
vices, clutch mechanism for connecting the 
operating devices with the driving-spindle, 
steering mechanism, and brake mechanism, 
of a controlling-lever, and operating connec- 



GEAR/NG 

tlons between the lever and said steering 
Clutch, and brake mecliiuisms, substantially 
as specified. 

22. In a motor-propelled vehicle, the com- 
bination with a dnviug-spindle, operating de- 
vices, clutch mechanism for connecting the 
operating devices with the driving-spindle, 
steering mechanism, and brake mechanism, 
of a controlling-lever mounted for swinging 
movement in a plurality t>t different planes, 
and having a sliding member, operating con- 
nections between the lever and said steering 
and clutch mechanisms, and operating con- 
nections between said sliding member of the 
controlling-lever and the brake mechanism, 
substantially as specified. 

23. Tu a motor-propelled vehicle, the com- 
bination with a driving-spindle, operating de- 
vices, clutch mechanism for connecting the 
operating devices with the driving-spindle, 
steering mechanism, and brake mechanism, 
of a controlling-lover mounted for swinging 
movement in a plurality of different planes 
and having an axial ly-sli ding member, oper- 
ating connections between the controlling- 
lever and the steering mechanism, and shift- 
ing and brake levers mounted for swinging 
movement in different planes, and connected 
respectively to the'body portion and the slid~- 
ing member of the controlling-lever, substan- 
tiallj' as specified. 

24. In a motor-propelled vehicle, the com- 
bination with a driving-spindle, operating de- 
vices, clutch mechanism for connecting the 
operating devices with the drtving-spiudle, 
steering meehanisir, and brake mechanism, 
of a controlling-lever havingastem mounted 
for swinging movement in longitudinal and 
transverse planes, and also have a sliding 
member mounted upon the stem, operating 
connections between the stem of the control- 
ling-lever aud the steering mechanism for ac- 
tuation when saic' stem isswunginoneof said 
planes, connections beiiween the stem of the 
controlling-lever and the shifting mechanism, 
for actuation when the controlling-levor is 
swungin the other of said planes, and a brake- 
lever connecting the shifting member of the 
controlling-lever with the brake mechanism, 
and mounted for swinging movement in a 
vertical plane, substantially as specified. 

25. In a motor-propelled vehicle, the eoia- 
bination with a drivingrspindle, operating de- 
vices, clutch mechanism fo." connecting the 
operating devices with the dnving-spindlo, 
steering mechanism, and brake mechanism, 
of a steering-arm mounted for swinging move- 
meut in a longitudinal plane aud operatively 
connected with the steering mechanism, a 
controlllng-leverbavinga stem pivotally con- 
nected to the steering-arm for swinging move- 
ment in a transverse plane, locking devices 
for securing the stem in the desired position 
with relation to the steering-arm, said con- 
trolling-lever also having a slidinggrip-carry- 
ing member mounted upon the stem, means 
for securing the grip-carrjing member in its 
normal position with relation to the stem, :: 
transversely-swinging shifting-lever connect- 
ing the stem of the controlUnf,-lever with the 
clutch mechanism, and a verticallj'-swingiog 
brake-lever operativoly connecting the grip- 
carrying member of the controlling-lever with 
the brake mechanism, substantially as speci 
fied. 

2G. In a motor-proncUed vehicle, the com- 
bination with a driving-spindle, operating de- 
vices, clutch mechanism for connecting the 
opemting devices with the driving-spindle, 
steering mechanism, and brake mechanism, 
of a steering-armraountedforswinging move- 
ment in a longitudinal piano and operatively 
connected with the steering mechanism, a 
cootrolling-lever pivotally mounted upou the 
steering-armfor independent swinging move- 
ment in a transverse plane, said lever com- 
prisiugastem and an independent giip-carry* 
ing member mounted to slide upon the stem, 
locking devices for securing the stem at the 
desired position with relation to the steering- 
arm, a hand-lever arranged contiguous to the 
grip of the sliding member and operatively 
connected with said locking device, a second 
locking device for securing the gilp-carrying 
member in its normal position with relation 
to the stem, and including a hand-lever also 
!ocat-ed contiguous to said grip, and shifting 
ind brake levers respectively mounted for 
swinging movement in transverse and vcli- 
cal planes, and operatively connecting the 
stem and grip-carrying member of the cou- 
T rolling-lever respootively with thecl'itchand 
brakemechanisms, snbstantiallyas specified. 

27. In a motor-propelled vehicle, tho com- 
bination with a driving-spindle, operatiugd^? 
vices, including a motor, cluir!* mechajusri' 
for connecting the operating dovicr"^ with t.ho 
driving- spindle, steering meclmnisni. and 
brake mechanism, of a cotUrolliug- lever, 
mounted for swinging j;ioveni';nt iij intersect- 
ing planes, having a member mounted 'o slide 



LOWrtrd and from the falcrum of fh'* lever, and 
a switch mounted on the sliding luemher, and 
operating connoclions between the said switch 
and Icvcr membei-s, and said motor, clutch, 
steering, and brake members, substantially 
as specified. 

2S. In a motor-propelled vehicle, the com- 
bination with adrivinfj-3pindle,operatingde- 
vices, including a motor, clutch mechanism 
for connecting the operating devices with the 
drivtng-.spindlc, .steering mechanism, and 
brake mechanism, of a controUiug-lever op- 
eratively connected by independent means 
respectively with said steering mechanism, 
clutch and brake mechanisms having a grip, 
provided with a switch, and connections be- 
tween the switch members and the terminals 
of an electrical conductor arranged in circuit 
with means for shifting the motor in and out 
of gear, substantially as specified, 

29. In a motor-propelled vehicle, the com- 
bination with a driving-spindle, operating de- 
vices, clutch mechanism for connecting the^ 
operating devices with the driving-spindle, 
and br.ike mechanism, of a controUing-lover 
havinga swinging mcmberandasliding mem- 
ber mounted upon the swinging member, a 
shifting - lever operatively connecting the 
swinging memberof the controlling-lover with 
the clutch mechanism, a rocker operatively 
con nected wi th the shi fting-le ver for swinging 
movement therewith, a brake-lever mounted 
for swinging movement perpendicular to the 
plane of the shifting-lever find extending 
through an opening in the rocker, said brake- 
lever being connected with the sliding mem- 
ber of the controlling-lever, and a stationary 
guard arranged in the path of ujovement o'r 
the brake-lever and having a c-udal space 
through which the brak.'-lover may be oper- 
ated when Ihe rocker is in its normal or in- 
teruicdiate position, .substantially as speci- 
fied. 

isO in c motor- propelled vehicle, tbe com- 
bination with a driviug-spincle,operatingde'- 
vice.*^. ■lut'i'.h mechanism for connecting the 
operating devices with the driving-spindle, 
^nd brake mechanism, of a contiolling-lever 
having aswinging member and v.. slidingmem- 
ber mounted for movemont upon the swing- 
ing member, a tran.sv6.rselv-swincintr rocker 

having a bifurcated free end and carrying a 
guide-block for .sliding movement in its bi- 
furcatitin, a laterally-swinging shifting-lever 
eonneeti;ig Ihe swinging member of the con- 
trollmg-lovcr with the clutch mechanism and 
jxtendiug through an opening in saidguide- 
bloek, a vertically-swinging luuke-lever op- 
:^-ati\ el3' connecting the sliding member of 
the vontioUing-lever with the brake mechan- 
iy.'ii and e,.\le.'iding through the bifurcation 
of tho rocker, and a guard having opposit-ely- 
disposod arms partly spanning the bifurca- 
tion of tho rocker in the path of the brake- 
lever, and terminally sep9i-;itcd to form an 
iuter\'al in the plane of wliich tlie bi'ake-levcr 
is arranged when the rocker is in its nornml 
position, substantially as specified. 

31. In a motor-propelled vehicle, tho com- 
hinationwith a driving-spindle, operating de- 
vices, clutch mechanism for connecting the 
operating devices with the driving-spindle, 
and brake mechanism, of a controlling-lever 
having a swinging member and a vertically- 
sliding member mounted upon the swinging 
member, a rocker mounted foi" ti'ansverse 
swinging movement and having a bifurcated 
free end, a guide-block mounted to slide in 
the bifurcation of the rocker, a transverselj'- 
swinging shifting-lever operativel}- connect- 
ing the swinging member of the controlling- 
lever with the clutch mechanism and extend- 
ing through an opening in said guide-block, 
a vertically-swinging brake-lever operatively 
connecting the sliding member nf the con- 
trolling-lever with the brake mechanism and 
extending through the bifurcation of the 
rocker, and a guard disposed contiguous to 
tho plane of the rocker, having oppositely- 
disposed pivotally-connected rods terminat- 
ing at their upper, ends in inwardly-extend- 
ing arms partly spanning tho bifurcation of 
the rocker in tho path of the brake-lever and 
separated to form an interval through which 
the brake-lever may be operated when the 
rocker occupies its normal position, and means 
for securing said pivotally-connected rods in 
the desired relative positions to vary the in-' 
terval between (heir terminalarms, substan- 
tially as- specified. 

32. In a motor-i>ropelled vehicle, a com- 
bined braking and backing mechanism hav- 
ing spaced driving and driven friction-pul- 
'eys, means for actuating tiie driving friction- 
pulley, a transmitting-pulley for contact with 
'.he surface of ohe driven pulley and yield- 
ingly hold out of contact therewith, a con- 
trolling-pulley of greater diameter than the 
interval between the driving-pulley and the 
transmitting-pulley and adapted to be UiOtod 
into contact thcroivitU to forco the traiismit- 



GEARING. 



569 



tiug-pulley into coutact willi the drivon pul- 
ley, and meaos for actuating the controlling- 
pulley, substaatially as specified. 

33. la a motor-propelled vehicle, a com- 
ibiued braking- and backing mcchauism hav- 
ing spaced driving and driven fiiction-pnl- 
leys, means for actuating the driving fiietion- 
pniiey, a transmitting pulley for contact wiui 
the surface of the driven pulley and yield- 
ingly held out of Contact therewith, swing- 
ing arms, and means for actuating ttio same, 
pivotalJ)earings supported by said arms and 
capable of swinging movement hiflependontty 
thereof, and a conti-oUing frietion-pulioy of 
larger diameter than the inXerval between 
tJhc dri'ving and transmittiDg puUeyw, and 
having its spindln mounted m said swinging 
bearings, whereby Oie con troll ing-pu Hoy is 
adapted to bo crowded between the periph- 
eries of the driving and transmitting poHeya, 
substantially as specified.' 

34. In a motor-propelled vehicle, a com- 
Ijined braking and backing mechanism hav- 
ing spaced driving and driven friction-pul- 
leys and means for actuating tUo driving-pul- 
ley, a movable transmitting-puUey adapted 
to be arranged in peripheral contact with the 
driving-pulley, sliding bearings for the spin- 
dle of the transmitting -pulley, springs foi 
yieldingly holding the bearings of the trans- 
mitti Dg-pulley o iaposed to maintain the trans- 
mitliflg-pulley out of contact with the driven 
pulley, a controlling-pulley movably mounted 
for interposition between and in contact with 
the driving and transmitting pulleys, and 
adapted to, advance the transmitting-pulley 
against the tension of its return-springs into 
coutact with the driven pulley, and means 
for moving the controIUng-puUey, substan- 
tially as sp*?cified. 

35. In ft motor-propelled vehicle, a com- 
bine] braking and backing mechanism hav- 
ing spaced driving and driven friction-pul- 
leys and means for actuating the driving-pul- 
ley, a movable Irartsmitting-puUey adapted 
to be arranged in peripheral contact with the 
driving-pirlley, sliding bearings for the spin- 
dle of the transmitting-pulley, springs for 
yieldingly holding the bearings of the traus- 
mjiting-pnlleydisposedto maintain the trans- 
mitting-pulley out of contact with the driven 
pulley, acontrolling-puUey movably monntM 
for interposition between and in coutact with 
the driving and transmitting pulleys,, and 
adapted to advance the transmitting-pulley 
against the tension of its return-springs into 
contact with the driven pnlley, and means 
for moving the controlling-pulley, the same 
including a rock-shaft having arms, adjust- 
able connections between said arms and the 
supporting devices of the controlling-pulley, 
a brake-lever connected with the operating- 
lever, and connections between the brake- 
lever and said rock-shaft, substantially as 
specified 

617,647. JOHN W. EISENHUTH, 

New York. N. Y.. assignor to Ella V. 
Eisenhuth, same place. Changeable- 
Speed Gearing. Filed Dec. 31, 1897. 
Patented Jan. 10, 1899. Serial No. 
665,151. (No model.) 
My invention relates to improvements in 
changeable-speed gearings, and especially to 
such kind of gearing as is applicable to mo- 
tor-vehicles,', bicycles, pulleys, or like mech- 
anisms. 

It consists in a novel construction in which 
is interposed between a shaft and" the hub of 
a wheel a gearing for actuating the same and 
friction-cups which are adapted to engage 
frictional surfaces, wJioreby the gearing may 
be thrown into operation or out of operation 
and whereby the «haft and the hub mav be 
canaed to rotate at the same speed. 

1. In a changeable-speed gearing, the com 
bination with a shaft, of a hub mounted s** 
as to revolve freely upon said shaft and hav- 
ing gear-teeth and a frictional surface formed 
upon it, an internal gear and an interme- 
diate gearing also loosely mounted upon the 
said, shaft and provided with frictional sur- 
faces, andfrictional means mounted nppn the 
said shaft adapted to engage the said internal 
gear and the said intermediate giearing or tho 
said hub for varying the speed of the same^ 
substantially as described. 

2. In a changeable-speed mechanism, tho 
combination with ar^shaft, of a hub having 
gear-teeth mounted so as to revolve freely 
thereon, afb internal gear also mounted so as 
to run freely upon the said shaft, the said in- 
ternal gear extending into the said hub, balls 
interposed between said hub and the said in^ 
ternal gear, so as to assist in ,snpp.orting,the 

said hub upon the shaft, intermediate gear- 
ing interposed between the internal gear and 
the hub, frictional means mounted upon the 
.shaft and provided with frictional surfaces 
which are adapted when the said means is 



moved in one direction to engage the inler- 
modiato gearing and the internal gear for im- 
parting one speed to the huband when moved 
in the opposite direction to engage the hub 
directly for imparting the same speed to the 
hub which the shaft has, substantially as de- 
scribed. 

3. In a changeable-speed mechanism, the 
comltination with a shaft, of a hub adapted 
to run freely thereon and having gear-teeth 
and a frictional surface, an internal gear also 
freely mounted upon the shaft and having a 
frictional surface, astud-plate looselymounl^ 
cd upon the said shaft and having a frictional 
Hurfaco, intermediate geariug interposed be- 
tween tiie internal gear and the hub and car- 
ried by said stud-plate, and frictional cups 
mounted upon the shaft and adapted when 
moved in one direction to engage the fric- 
tional surfaces of the stud- plate and the fric- 
tional surfaces of the internal gear for im- 
parting movement to the hub through the in- 
termediate gearing and when moved in the 
opposite direction to engage the frictional 
surface upon the hub for communicating the 
speed of the shaft directly to the said hnb, 
subst^antially as described. 

4. In a changeable-speed mechanism for 
vehicles, the combination with a shaft, of a 
hub mounted thereon having gear-teeth, an 
internal gear aud ii stud-plate also mounted 
upon the said shaft,frictional surfacesformed 
upou tho said intei-nal gear and stud^plate, a 
double frictional cup having interior and ex- 
lei'ior frictional surfaces adapted when moved 
in ouo direction to bridge and connect the 
stud-plate with a fixed portioii of the frame 
of a vehicle and when moved in the opposite 
direction lo connect the hub of the wheel di- 
rectly with the shaft and release the stnd- 
plato, substantially as described. 

5. In a changeable-speed gearing for vehi- 
cles, tho combination with a shaft, of a hul 
mounted thereon, an internal gear and a stud- 
plate also mounted upon the said shaft, the 
said hub-gear and stud-plate having fric- 
tional surface.s formed upon them, frictional 
cups mounted upon the shaft, one of said 
cups being adapted to engage the frictional 
surface upon the internal gear and the other 
cup being adapted to engage the frictional 
surfaces upon the stud-plate and hub alter- 
nately, the said latter cup being also adapted 
to engage frictional surfaces upon the shaft 
and upon the frame of a vehicle so as to turn 
with the shaft or be hold stationary, whereby 
bj' moving the cups back and forth the speed 
of the hub may be changed, substantially as 
described. 

G. In a changeable-speed gearing, for vehi- 
cles, the combination with a shaft, of a hub 
having gear-teeth mounted thereon so as to 
revolve freely, an internal gear also mounted 
upon the said shaft and adapted to run freely 
thereon, the said internal gear extending in- 
teriorly of the hub, and ball-bearings inter- 
posed between the hub and the internal ge*\i 
for assisting in the support of the said hub 
upon the shaft, and a stud -plate loosely 
mounted upon the shaft and carrying inter- 
mediate gearing interposed between the in- 
ternal gear and the hub, and frictional means 
mounted upon the said shaft for changing 
the speed of the hub, substantially as de- 
scribed. 

7. In a changeable-speed mechanism, tlie 
combination with a suitable shaft, of a hub 
mounted thereou,intermediate gearing inter- 
posed between the said hub and the shaft, a 
stud-plate carrying a portion of the said in- 
termediate gearing, a movable collar secured 
to the said stud-plate, a movable collar se- 
cured to the said shaft, a spring ipterposed 
between the said movable collars for forcing 
them apart, a cup for engaging the said col- 
lars alternately, I he said cup being also adapt- 
ed to engage a frictional surface on the hub 
and a frictional .surface on the frame of tho- 
vehicle, the construction beingsuch that upon 
mo\'ing the said cup longitudinally, the speed 
of the vehicle may be changed, substantially 
as described. 

SI7,8I9. LOUIS B. SMYSER, Eliza- 
. heth. N. J., assignor to Ferdinand E. Cau- 
da. New York, N. Y. Gearing for Mo- 
tor-Vehicles. Filed Dec, 18. 1897 Pat- 
ented Jan. 17, 1899. Serial No. 662,39.3 
(No model.) 

My invention relates generally to gearing, 
and particularly to controlling gearing for 
gas, oil, electric, or other motors by which a 
motor may be thrown into and out of gear 
with mechanism which it is arranged to drive 
and by which the speed and direction of mo- 
tion of such driven mechanism may bo varied. 
My invention is particularly applicable for 
use upon motor-veljicles, launches, <fcc. 

It consists in the novel construction and 
arrangement of the elements of the gearing, 
in the novel arrangement of the operating de- 



vices employed for throwing into and oat of 
gear the various portions of said gearing, in 
the novel means employed for preventing the 
throwing of one friction-wheel into gear when 
another friction-wheel is already in gear, and 
generally in the novel combination, construc- 
tion, and arrangement of parts. 

The objects of my invention are, first, to 
provide simple, compact, and effective mech- 
anism for changing the direction an^ speed 
of revolution imparted by a motor or driving 
member of a mechanism to the driven mem- 
ber of the mechanism and for throwing the 
driven member out of gear with the driving 
member at will; second, to provide simple, 
compact, effective, and easily -operated de- 
vices for operating such controlling mechan- 
ism or gearing, and, third, to provide means 
for preventing the throwing of one friotion- 
wheel into gear when another friction-wheel 
is already in gear. These objects are attained 
in tho invention herein described and illus- 
trated in the drawings which accompany and 
form a part of this specification, in which the 
invention is shown as forming a portion of the 
driving mechanism of a motor-wagon, the es- 
sential portions of which only are Ulustrated. 
■ 1. The combination, with a friction-disk 
having upon its face a plurality of beveled 
friction-surfaces arranged concentrically, of 
a plurality of corresponding beveled friction- 
wheels adapted to coact therewith, and means 
for moving said friction-wheels into and out 
of contact with the corresponding friction- 
surfaces on said disk, substantially as de- 
scribed. 

2. The combiuation, with a friction -disk 
having upon its face a plurality of beveled 
friction-surfaces arranged concentrically, of 
a plurality of corresponding beveled friction- 
wheels adapted to coact therewith, mounted 
upon a common- shaft, and h.aviug driving 
connection therewith but movable longitudi- 
nally thereon, and means. for moving said 
friction-wheels longitudinally on their shaft, 
thereby moving them into and out of contact 
with their corresponding friction-surfaces on 
said disk, substantially as described. 

3. The combination, with a friction -disk 
having upon its face a plui-ality of beveled 
friction-surfaces arranged concentrically, of 
a plurality of corresponding beveled friction- 
wheels adapted to coact therewith, mounted 
upon a common shaft, and having driving 
connection therewith but movable longitudi- 
nally thereon, means for moving said friction- 
wheels longitudinally on their shaft, thereby 
moving them into and out of contact with 
their corresponding friction -surfaces, and 
means for preventing one of said friction- 
wheels from being thrown into gear when an- 
other friction-wheel is already in gear, sub- 
stantially as described. 

4. The combination, with a friction -disli 
having upon its face a plurality of beveled 
friction-surfaces arranged concentrically, of 
a plurality of corresponding beveled friction- 
wheels adapted to coaotiherewith, mounted 
upon a common shaft, and having driving 
connection therewitli but movable longitudi- 
nally thereon, and screw-gearing for moving 
said friction-wheels along said shaft, thereby 
throwing them into aud out of gear with said 
friction-disk, substantially as described. 

5. The combination, with a friction -disk 
having upon its fac^a plurality of beveled 
friction-surfaces arranged concentrically, of • 
a plurality of corresponding beveled friction- 
wheels adapted to coact therewith, mounted 
upon a common shaft, and having driving 
con nection therewith, bat movable longitudi- 
nally thereon, opera ting-shafts concentrically 
arranged, means for rotating said operating- 
shafts, and screw-and-But gears operated by 
said operating-shafts for moving said f riction- 
wheels longitudinally ajong their shaft, there- 
by throwing them into and out of gear with 
the friction-disk, substantially as described. 

C. The combination, with a frioLion-disi 
having upon its face a plurality of beveled 
friction-surfaces arranged concentrically, two 
forward friction-wheels and a reversing fric- 
tion-wheel, all beveled and mounted upon a 
common shaft, adapted to coact with the fric- 
tion-surfaces of said disk, and having driving 
counectionwith their shaft but movable Ion- 
gitudinally thereon, one of said forward fric- 
tion-wheels being so connected with said re- 
versing-wheel that both of said wheels may 
not be in contact with the disk afr any one 
time, an operating-shaft and a screw-and-nut 
gear for moving said connected forward and 
reversing wheels along their shaft, another 
operating-shaft conqentric with the first and 
a screw-and-nut gear operated thereby for 
moving the other forward friction-wheel into 
and out of contact with the disk, and means 
for preventing the operation of either screw- 
and-nut gear when one of the friction -wheels 
operated by the other screw-and-nut gear is 
in contact with the disk, substantially as de- 



570 



scribed. 

7. The combinatioD, with a friction -disk 
having upon its face a plurality of beveled 
friction-surfaeesarranged concentrically, two 
forward friction-wheels and a reversing fric- 
tion-wheel, all beveled and mounted upon a 
common shaft, adapted to coact with the fric- 
tinn-aurfacca of said disk, and having driv 
ing counectiou with their shaft but movable 
longitudinally thereon, one of said forward 
friction-wheels being so connected with saic' 
reversing-wheel that both of said wheels may 
not be in contact with the disk at any one 
time, an operating-shaft and meaus operated 
thereby for moving said connected wheels 
into and out of gear with the disk, another 
operating-shaft and means operated thereljy 
for moving the other forward friction-wheel 
into and out of contact with the disk, disks 
upon said operating-shafts having in their 
adjacent faces recesses which register when 
all of the friction-wheels are out of contact 
with the disk, a pawl adapted to enter both 
of said recesses and so to lock the shafts, and 
arranged to be moved by each locking-disk, 
when its shaft is rotated, into the recess of 
the corresponding disk of the other operat- 
iug-shaft, thereby locking the same until the 
fiiBt Operating-shaft is restored to normal po- 
sition, substantially as described. 

8. In a controlling-gear for motor-vehicles, 
the combination, with a prime motor, located 
beneath the body of the vehicle, a friction- 
clisk driven thereby and having a plurality 
of friction-surfaces arranged concentrically 
upon its face, a plurality of corresponding 
friction-wheels adapted to coact therewith, 
and means for communicating the rotary mo- 
tion of said friction - wheels to the driving- 
wheels of the vehicle, of concentric operat- 
ing-shafts located beneath the body of the 
vehicle, for moving said friction-wheels into 
and out of gear with the friction-disk, other 
concentricoperating-shaftB connected by suit- 
able gearing to the first-mentioned operating 
shafts, and extending upward to a position 
for convenient operation, and means for ro- 
tating said shafts, substantially as described . 

9. In a bevel-gear system, the combination, 
with a plurality of bevel-gears coacting with 
a single bevel - geai at different radial dis- 
tances' from the center thereof and with dif- 
ferent speed ratios, and shafts for said gears, 
of a yoke having bearings for said shafts, 
and surrounding and inclosing said gears, 
thereby holding said shafts in their propel 
relative positions, substantially as described 

10. Inab6veI-gear8ystem,thecombination, 
with a plurality of bevel-gears coacting with 
a single bevel-gear and ha vingdifferent speed 
ratios, and shafts for said gears, of a yoke 
having bearings forsaidshafts,and surround- 
ing and inclosing said gears, thereby holding 
said shafts in their proper relative positions, 
and a bracket supported by said yoke to which 
shifting levers of the gear system may be con- 
nected, substantially as described. 

617,984. ALBERT DE DOIN and 
GEORGES BOUTON, Puteaux, France. 
Motor-Vehicle. Filed Aug. 3, 1898. Pat- 
ented Jan. 17, 1899. Serial No. 687.655. 
CNo model- "t 

This invention relates to a mode of secur- 
ing the motor-axle to the frame of a motor- 
cycle or of a motor-cArriage, particularly ap- 
plicable to motor-tricycles, and allowing tlte 
taking to pieces of the part of the axle on the 
right, together with its wheel, or that on the 
left without taking the motor to pieces, and 
especially without interfering with the ad- 
justment of the ball-bearings, which form a 
part of or are carried by the axle ; and in order 
that the invention may be readily understood 
we will describe the same fully and will ex- 
plain the working thereof, reference beinghad 
to the annexed drawings* 

in motor-vehicles, means for securing each 
of the halves of the motor-axle to the frame 
of the vehicle, the said means consisting of 
cones on each of the halves near their extremi- 
ties, a tnbe surrounding the axle and having 
sockets, clips supporting said tube, balls dis- 
posed to roll upon said cones, and caps screwed 
into said socketsand holding theballs in place, 
substantially as described. 

618,244. WILLIAM C. 8ARR, Jersey 
City, N.J. Motor-Vehicle Truck. Filed 
July 19, 1898. Patented Jan. 24, 1899 
Serial No. 686.321. (No modeO 
The objects of the invention are, nrst, to 
provide for operating all four wheels of the 
vehicle instead of only two wheels, thus in- 
creasing the driving capacity; secondly, to 
provide simple and efficient meansfor chang- 
ing the d irection of travel of the vehicle with- 
out' interfering with the motor; thirdly, to 
provide mean.- for easily steering the vehi- 
cle; rodthly, to allow a vertical movement 
of Hie fmni- .ixle wxthont interfering with 



GEARING 



the gearing, and, lastly, to simplify and 
strengthen the parts composing the fifth- 
wheel and frjinies to which the axles are con- 
nected. 

1. A motor-vehicle truck having a main 
operating-shaft, a train of gearing between 
said shaft and the axle of the front carrying- 
wheels, a gear-wlieel on the axle of the rear 
carrying-wheels, and a abaft rotatable Ijysaid 
train of gearing and iiaving at one end a gear- 
wheel meshing with the said gear-wheel on 
the axle of the rear carrying- wheels, sub- 
stantially as set for'h. 

2. A motor-vehicle truck having, a main 
operating-shaft, gear-wheels on the a>iles of 
the front and rear car.-ying-wheels, a hori- 
zontally-disposed gear-wheel driven b^' said 
operating-shaft, and two shafts having gear- 
wheels on their onter ends meshing with the 
gear-wheels on said axles, both of said sliafts 
being driven by said horizontally-disposed 
gear-wheel, substantially as set forth. 

3. A motor-vehicle truck having a main 
operating-shaft, gear-wheels thereon, means 
for clutching said wheels to said shaft, a hori- 
zontally-disposed gear-wheel with which said 
former wheels engage, a train of gear-wheels 
carried by the axle of the front wheel, and a 
shaft keyed to said horizontally-disposed gear- 
wheel and having a sliding connection with 
one of the gear-wheels of the said train of 
gear-wheels, substantially as set forth. 

i. A motor-vehicle truck having a mail 
operating-shaft, gear-wheels thereon, means 
for clutching said wheels to said shaft, a hori- 
zontally-disposed gear-wheel with which said 
former wheels engage, a beveled gear-wheel 
on the axle of the front carrying-wheels, an 
intermediate wheel intermeshing therewith, 
a second beveled wheel meshing with said 
intermediate gear-wheel, a shaft depending 
from said horizontally-disposed gear-wheel 
having a spline cojnection with said second 
gear-wheel, substantially as set forth. 

5. The combination with the main operat- 
ing-shaft havingbeveled gear-wheels thereon, 
and means for clutching said wheels on said 
shaf t,of a horizontally-disposed beveled gear- 
^vheel with which said former wheels engage, 
I shaft having a gear-wheel meshing with said 
lorizontally-disposed wheel, a rearwardly- 
extended shaft coupled to the latter shait 
and having a gear-wheel on its rear end, and 
a gear-wheel ol- the r.xle of the rear carry- 
ing-wheels with which the latter gear-wheel 
meshes, as set forth. 

6. The combination with the main operat 
ing-shaft having beveled gear-wheels thereon, 
and means for clutching said wheels on said 
shaft,of a horizontally-disposed'beveled gear 
wheel with which said former wheels engage; 
a depending shaft carried by said horizon- 
tally-disposea wneel, a beveled gear-wheel 
Bplined on said lattershaft, agear-wheelfast 
on the axle of the front carrying-wheels, an 
intermediate gear-wheel carried by said axle, 
a short shaft having a beveled gear-wheel 
meshing with said horizontally - disposed 
wheel, an extensible shaft coupled to said 
short shaft and having a beveled gear-wheel 
on its rear end, and a beveled gear-wbee! on 
the axle of the rear carrying-wheels meshing 
with said latter wheel, substantially as set 
forth. 

7. The combination with the truck-frame, 
the main operating-shaft, and the gearing 
connecting the latter with the axle of the front 
carrying-wheels, of a circular frame depend- 
ing from said truck-frame having a ring on 
its lower end, a rifth-wheel mounted on said 
axle having a ring inclosing said former ring, 
and ball-bearings interposed between said 
rings, substantially as set forth,' 

8. The combination with che truck-frame, 
the main opera-ping-shaf', and the gearing 
connectingthe latterwith the axle of the front 
carryin&-wheels, of a circular frame depend- 
ing from said trnck-frame having a ring on 
its lower end, a fifth-wheel mounted on said 
axle having a ring inclosing said former ring 
ball-bearings interposed between said rings, 
and keeper -plates secured to said former 
ring and engaging the fifth-wheel ring, as set 
forth. 

9. The combination with the truck-frame, 
the main operating-shaft, and the gearing 
connecting the latter with the axle of the front 
carrying-wheels, of a circular frame depend- 
ing from said truck-frame, a fifth wheel held 
to the lower end of said circular frame having 
teeth on its periphery, a spindle having a 
gear-wheel meshing with said teeth, and a 
hand-wheel on its upper end, substantiallv 
as set forth. 

618,637. LEON BENIER, Paris. France. 

Motor-Vehicle. Filed Aug. 11, 1898. 

Patepted Jan. 31, 1899. Serial No. 

688.335. (No model.) 

i. Jtn motor-vehicles the arrangement of a 
fore-carriage, the wheeUof which are adaoted 



to simultaneously serve as steerirtganu driv- 
ing wheels, the characteristic feature of the 
device consisting in the combination of an or- 
dinary axle provided with pivoially-arranged 
axle-journals for the front wheels, and on 
which axle the fore-carriage is supported by 
the intermediary of suspension-springs; of a 
cross-bar connected with said axle, this cross- 
bar being arranged parallel to said axle and 
located in one and the same vertical jilanS, 
the position of this bar being insured on the 
one hand by the aid of rigid tie beams or bars 
and on the other hand by mean.s of joi nted ties 
coupled to the body of the vehicle ; of a trans- 
verse shaft, connected to the body of the ve- 
hicle, carrying a differential mechanism and 
located near the place, whore the above-men- 
tioned ties are connected ; and of any appro- 
priate motor, supported by the main supports 
of the vehicle; the object of this arrangement 
being, to enable the motor to transmit, by the 
aid of pulleys and belts, its movement to the 
front wheels, irrespective of the direction 
taken by the latter, and of the flexion of the 
body of the vehicle ;substanti.ally as specified. 

2. In a motor-vehicle, a device for driving 
the fore wheels while allowing the same to be 
used for steering, comprising pivoted fore 
wheels, a pulley secured to each fore wheel 
and having its center on the axis of pivoting 
of said fore wheel, and a pulley directly ovoi 
each of the first said pulleys and having ite 
center on a vertical line passing through the 
axis of pivoting of the fore wheel, sul>stan- 
tially as described. 

3. In a motor-vehicle, a device tor driving 
the fore wheels while allowing the same to be 
used for steering, comprising an axle, fore 
wheels pivoted thereto, a pulley secured to 
each fore wheel and having its center on the 
axis of pivoting of said fore wheel, a pulley 
directly overeachof the first said polleysand 
having its center on a vertical line passing 
through the axis of pivoting of the wheel, and 
a cross-bar fixed to the said axle and carrying 
upper pulleys, substantially as described. 

4. In a motor- vehicle, the combination of a 
wheel provided with a pivoted journal, and 
means for turning the wheel on the pivot, with 
a pulley secured to the said wheel, and a sec- 
ond pulley adapted to drive the first pulley 
and wheel, the center of both pnlleys being 
oc a line passing through the axis of pivoting 
of said wheel - journal, whereby when said 
^vheefis turned on said pivot the distance be- 
tween the Centers of said pulleys is not varied. 

618,915. CLARENCE STERLING, 

Bridgeport, Conn. Motor-Vehicle. Filed 
Dec. 21, 1897. Patented Feb. 7, 1899 
Serial No. 662,833. (No model.) 
■ This invention relates to an improvement 
n motor-vehicles; and it consists in certain 
details of construction to be morefully set 
forth and described in the following specifi- 
cation and such features as are believed to be 
new and novel particnlariy pointed ou t in the 
claims. 

1. In a motor-vehicle, the combination with 
a motor, ot power-transmitting mechanism for 
comra unicating power from said motor to said 
vehicle, consisting of a driving-shaft and a 
counter-shaft, support therefor, said shafts 
carrying normally loose gears of different di- 
ameters adapted to register together, collars 
rigidly secured to said shafts and in close 
proximity to said gears, a coiled spring about 
said oollarsf and normally ont ot contact with 
the outer surface thereof, one end of said 
coils anchored to said gears, the other or free 
ends adapted to be engaged by rotatable 
sleeves carrying drivers, for the purpose set 
forth. 

2. In a motor- vehicle, thecombination,with 
a saitable motor, of transmitting mechanism 
for communicating the power from said motor 
to the vehicle, consisting of a driving-shaft 
and a counter-shaft, support therefor, said 
shafts carrying normally loose gears of dif- 
ferent diameters, fixed collars on said shafts 
and in close proximity to said gears, a metai 
coil about said collars and normally out of 
contact therewith, one end of said coil con- 
nected with said gears, sleeves, carryitig driv- 
ers, mounted on said shafts and adapted to 
rotate therewith, and adapted to engage the 
free ends of said coils and cause said coils to 
grip said collars and thus transmit the power 
from the driving-shaft to the counterrShaft, 
for the purpose set forth. 

3. In a motor-vehicle, carrying a motor, of 
power- transmitting mechanism connected 
therewith and consisting of a driving-shaft 
and a counter-shaft, support therefor, said 
shafts carrying normally loose gears of dif- 
ferent diameters, fixed collars ou each of said 
shafts and in close proximity to each of said 
gears, a metal coil about each of said collars 
but normally out of coalact therewith, one 
enf^ of said coils fi::ed to said gears, sleeves, 
carrying drivers, mounted on said shafts and 



ndiipted to rotate therewith, and adapted tt) 
engage the free end of said coils, means where- 
by a drivor-slccvo on each of said shafts is 
niovedsinuiltaneoiisly toward thesen-i'S" that 
the metal coU (hi the driving-shaft will be 
ligchtem'd about the collar thereon and thns 
bring the gear adjacent thereto under the in- 
fluence of said shaft, and through said i;eai 
transmit the-ptowev to wind the coil of the 
counter-shaft while the free end of said coil 
is engaged with its driver and tli^roby impart 
motion to said CAnnter-shaft»for the purpose 
set forth. 

■t. Ttic cond>ination, iu the power-transmit- 
ting mechanism of a motor-vehicle, of a driv- 
ing-shaft carrying a driving-gear normally 
free theieon and a fixed collar in close prox- 
imity to said gear, a metal coil around said 
collar but normally out of engagement there- 
with, one end of said coil fixed to said gear, 
tUeopposite end free, alongitudinally-adjust- 
able sleeve carrying a drivermounted on said 
ehaft and adapted to be rotated therewith, a 
carrier for said sleeve whereby the driver on 
said sleeve is bronght into engagement with 
the said coil and cause it to grip said collar 
and thereby impart motion to said gear, foi 
the purpose set forth. 

5. Thecombination, in the power-transmit- 
ting mechanism of a motor-yehicle, of a driv- 
ing-shaft and a counter-shaft, each carrying 
gears normally loose thereon and adapted to 
register together, each of said shafts carry- 
ing fixed collars on which are mounted metM 
gripping-coils normally held out of engage- 
ment with said collars, one end of said coils 
fixed to said gears, the other end free, sleeves 
carrying the necessary drivers adapted to en- 
gage the free ends of said coils, said sleeves 
iLngitudinally adjustable on said shafts but 
adapted to rotate therewith, carriers for said 
sleeves, supports forsaid carriers,cams adapt 
ed to actuate said carriers, for the purpose set 
forth. 

G. The herein-described means for trans- 
mitting power from adriving-shafttoa pulley 
or gear normally free thereon, consisting of a 
fixed collar on said shaft, a metal coil about 
such collar but normally out of contact there- 
with, one end of said coil fixed to such gear 
or pulley, the opposite end free, a driver 
mounted on said shaft and adapted to be ro- 
tated therewith, and longitudinally adjust- 
able thereon, *o as to be brought into en- 
gagement with said coil and cause it to grip 
said collar and thereby transmit the power of 
Sftid shaft to said gear or pulley, for the pur- 
pose set forth. 

7. In the power-transmitting mechanism of a 
motor- vehicle, the combination with the driv- 
ing-shaft and a counter-shaft carrying nor- 
mally free gears of different diameters adapt- 
ed to register together, spring-clntch mech- 
anism for transmitting power from the said 
driving-shaft to said countei-shaft, tumbler- 
gears adapted to be bronght into engagement 
withflfixedgearon said driving-shaft, a sup- 
port for said tumbler-gears, a worm-shaft 
aotuftted by said gears, worm-gears mounted 

on thecam-shalt ot the spring-clutch-operat- 
ing mechanism whereby a forward or reverse 
movement may be imparted to said cam- 
shafts, means whereby said tumbler-gearsare 
operated, for the purpose set forth. 

8. The combination, in the power-trans- 
mitting mechanism of a motor- vehicle, of a 
driving-shaft and a eonnter-shafteach carry- 
ing normally free gears of different diameters 
mounted thereon, means for transmitting the 
power from the said driving-shaft through any 
of said gearstothesaid counter-shaft, means 
for stepping up from thelowest to the highest 
speed, means whereby the further stepping 
isantomaticallystopped and the transmitting 
mechanism brought to a standatill, for the 
purpose set forth. 

!). The combination, it the power-trans- 
mitting mechanism of a motor-vehicle, of a 
driving-shaft a,i\A a connter-ahaft carrying 
goal's of different diameters to represent the 
different speeds required, coiled-spring-clutch 
mechanism, clutch-engaging mechanism and 
its actuating mechanism, the power-trans- 
mitting gears on said shafts normally free 
thereon when disengaged from the clutch 
mechanism^ operating mechanism for bring- 
ing the gears, representing the slowest speed, 
into engagement with said clutch mechanism, 
and from thence to ail of the gears,alternately, 
to the highest speed, and means for automat- 
ically checking the clutch mechanism, and 
means whereby said clutch mechanism is re- 
turned to its fii-st or normal positioii, for the 
purpose set forth. 

10. The combination, in the power-trans- 
mitting mechanistn of a motor- vehicle, of a 
driving-shaft and a counter-shaft carrying 
gears of different diameters to represent the 
differentspeedareiiuired.coiled-spriug-cluteh 
mechanism, spring-clutch-enga'ging mechan- 
ism and its actuating mechanism, the power- 
transmitting gears on said shafts normally 



GEARING, 



free thereon when disengaged from the clutch 
mechanism, operating mechanism for bring- 
ing the slowest speed-gears under'the influ- 
ence of the clutch mechanism, and from thence 
to all of the other gears, and means whereby 
'he clutch mechanism u returned to zero or 
its first normal poaifionatanypoint between 
Mie highest and lowest speeds, for the pur- 
r)oseset forth. 

11. In the power-transmiiting mechanism 
of a motor-vehicle, the combination, with the 
driving-shaft and counter-shaft carrying 
gears of dilTerent diameters to represent dif- 
ferent speeds, all of which gears are normally 
free on said shafts, spring-clutch mechanism 
and its actuating mechanism consisting of 
frames carrying rotatable drivers, supports 
on which such frames are adapted to move 
to and fi-om said gears, cams adapted to actn- 
ate said frames, shafts supporting said cams, 
tumbler-geare adapted to engage a fixed gear 
on said driving-shaft, worin-shafb actuated 
by said tumbler-gears, worm-wheels on said 
cnm-shaf ts. means on one of said worm-wheels 

for disengaging the operating mechanism 
when connected with the handle-lover at the 
front of the vehicle, and means connected 
with such handle-lover whereby the tumbler- 
geai"S are reversed and the power-transmit- 
ting mechanism returned to zero, for the pur- 
pose set forth. 

12. In a motor - vehicle, the combination 
with the driving-shaft and counter-shaft each 
carrying differential speed-gears normally 
free thereon, spring-clutch mechanism and 
its actuating mechanism comprising the re- 
ciprocating clntch-d river-carrying frames,ac- 
taating-caras therefor, tumbler-gear mechan- 
ism, worm-gear mechanism, of the operating 
mechanism for transmitting the speed from 
the lowest point to the highest, consisting of 
a pawl mounted on a movable support con- 
nected with means located at or near the f roiit 
of the vehicle and within easy reach of the 
operator, a latch mounted on a movable sup- 
port with which said pawl is adapted to en- 
gage to operate the said tumbler-gear mech- 
anism, means whereby the engagement of 
said pawl and latch ia automatically broken 
and'&aid pawl and latch left free to be reen- 
gaged therewith when required to change to 
a higher speed, means for automatically re- 
turning said pawl and latch to their normal 
positions, for the purpose set forth. 

13. In a motor- vehicle, of the character de- 
scribed, the combination, in the operaticg 
mechanism consisting of the tumbler-gear 
mechanism, a latch mounted on a movable 
support and means connected with such sup^ 
port for engaging the mechanism of the tum- 
bler-gears to move them in one direction so 
as to. connect them with the driving-shaft, a 
pawl mounted on a movable support and 
adapted to be al'uernately brought into en- 
gagement with said latch, means whereby the 
latch-support is automatically locked in its 
forward position, means whereby the engage- 
ment of the said pawl and latch is automatic- 
ally broken when said latch-support is locked, 
and means whereby said supports are re- 
turned to their ~normal position, for the pur- 
pose set forth. 

14. In a motor- vehicle, of the character de 
scribed, the combination, in the operating 
mechanism consisting of the tumbler-gear 
mechanism, a movable support carrying a 
latcb and means forcounocting with the said 
tunabler-gears, a support carrying a pawl said 
pawl adapted to engage with said latch, means 
for operating said supports when said latch 
and pawl are engaged and operate said tum- 
bler-gears so that, one of said gears will be 
-brought into engagement with a fixed gear 

on the driving-shaft and thus set in motion 
the power- transmitting mechanism, means 
for automatically locking the said movable 
latch-support until the vehicle is in motion, 
and means for automatically releasing said 
support and returning it to its normal posi- 
tion, and means for auLomatically returning 

said pawl-sugport to its normal position, for 

the purpose set forth. 

15. In the operating mechanism of a motor- 
vehicle, comprising, in combination, a mov- 
able support carrying a latch or other engag 
ing device whereby said support may be op 
erated, a support carrying a pawl adapted to 
engage said latch, means for operating both 
supports when said pawl and latch are on- 
gaged, means for breaking such engagement 
and locking said latch -support at the comple- 
tion of its forward movement, means for au- 

'tomatically releasing said latch-support and 
elevating said pawl at the same time, so that, 
said latch-snpport may be automatically re- 
turned to its normal position, and means 
whereby said pawl-support is automatically 
returned to its normal position in readiness 
to reengage said latch, for the purpose set 
forth. 

16. In theoperatiug mechanism of a motor- 
vehicle, comprising, in combination, a mov- 
able support carrying an interlockingdevicCj 



57/ 

asecondmovablesupportalao carrying ail in- 
terlocking device, means for locking snid sup- 
ports together and moving them out of their 
normal position, means on one of said sup- 
ports forsettingiu motion the power-transmit- 
ting^ mechanism, automatic means for lock- 
ing the first support in its advanced position, 
and releasing it therefrom and returning it 
to its normal position, and moans whoxoby 
the i n terlocking device of the second movable 
support is held in open position when tlio 
greatest speed of the vehicle is reached, and 
beheld in such position until the power-trans- 
mitting mechanism has returned to zero or its 
normal position, for tho purpose set foitli. 

17. In the operating mechanism of a motor- 
vehicle, coftiprisiug, in combination, tumbler- 
gears and their mechanism , movable su pporl s 
or bars carrying interlocking devices, means 
on one of said supports to connect with said 
tumbler-gears to tilt them in one diiection .so 
as to connect them with the driving-shaft, a 
second pair of slipporta or sliding bars, one 
of which is also connected to the said tumbler- 
gears and adapted thereby to revei-se them, 
means for automatically locking, unlocking 
and returning all of said supports or bars to 
their normal position, for the purpose set 
forth. 

18. The combination, iu the operating mech- 
anism, of a motor-vehicle for reversing the 
power-transmitting mechanism and return- 
ingit to zero or a state of rest, consisting of 
a sliding bar or other like device carrying 
means to engage the reversing mechanism, a 
second sliding bar carrying a push-rod to en- 
gage the first bar and move it in one direc- 
tion, a spring-actuated locking device to tem- 
porarily hold said first bar in its advanced po- 
sition, meansfor automatically releasing said 
lockingdevice, and meansfor returning both 
bars to their normal position, for tho purpose 
set forth. 

19. In a motor-vehicle, of the character de- 
scribed, the cc^ibination with a verticil steer- 
ing-post of a h' riz.ontnl handle-slide support 
projecting at right ai.gles therefrom, a han- 
dle-slide adjustably mounted thereon, means 
'or connecting said slide with the operating 

necbanism of the power-transmitting hiech- 

mism, for the pui-pose set forth. 

20. In the operating meelianism of a motor^ 
/chicle, comprising, in combination, a mov- 
iblesupportcarryingan interlocking device, 
1 second movable suppoi't also canning an 
interlocking device adapted to engage the in- 
terlocking device of the first-named support^ 
means on one of said supports for engaging- 
and setting in motion the power-transmitting 
mechanism, means for locking said supports 
together and moving them out of their nor- 
mal position, and means for temporarily lock- 
ing the first-named support in such advanced, 
position, a rock-shaft actuated by the power- 
transmitting mechanism and carrying means 
for releasing said first^named support, and 
means on said rock-shaft for releasingthe in- 
terlocking devices of said supports, means 
for returning both of said supports to their 
normal position, for the purpose set forth. 

21. The combination, in the power trans- 
mittingand operating mechanism of a motor- 
vehicle, of the driving-shaft 4 and its power- 
transmitting gears 8, 9, 30 and 11, counter- 
shaft 16 and its gears 12, 13, 14 and 15 with 
which the first-named gears register, spring- 
clutches arranged as shown, driver-sleeve- 
cariying frames 19 and 20, supports 17 and 
1.8 therefor, cam-shafts 118 and 110 carrying 
the cams 120, 121, 122 and 123 adapted to ac- 
tuate said frames, tnmbler-gears arranged as 
shown and adapted to be alternately brought 
into engagement with a fixed gear on the said 
driving-shaft, worm-shaft lIO connected with 
said tumbler-gpar mechanism, worm-wheels 
on said cam-shafts adapted to engage said 
worm-shaft, projecrtionson the face of one of 
said worm-wheels, supports 58 of theoperatiug 
mechanism carrjnng the pivotally-supported 
latch 04, cam -plate G8 having a cam-olot 
adapted to engage a pin on said latch and 
canse it to be depressed when its support is 
moved from its normal position, support 57 
carrying a pivotally-supported pawl adapted 
to engage said latch, meansfor operatingsaid 
support and carry both supports forward, 
locking-bolt 1-44, rock-shaft 14G carrying 
means to engage said bolt, a pawl adapted to 
engage the said projections on said worm- 
wheel and means for transmitting the move- 
ment of said pawl to the said rock -shaft, 
means on said rock-shaft for temporarily lift- 
ing pawl 71 of the support 57, means for re- 
turning support 68 to its normal position 
while said pawl is lifted, substantially as 
shown and for the pui*pose set forth. 

22. In a motor- vehicle, tho combination 
with the driving-shaft and the counter-shaft 
carrying gears of different diameters repre- 
senting different speeds, said gears normally 
free on said shafts, spring-clutch mechanism 
about said shafts, as shown, movable frames 
carrying devices to engjige and tight.^n such 



572 



Bpi'infi-clmciios nboiu siicli ebftfts, means 
Mbi-rehy said frames aro opomleO to I-ring 
tlieirdcViccsintocngagomcntwillillioHpiin;^- 
cUitclios of the gears reprosoaling llic slow- 
est rate of speed and bo made to cn;,'age all 
(if said gears Ihroiighont the scries mitii tUe 
genre vepresonling Iho highest speed are 
reached, and means whorebj' the further pio.!^- 
ress of said Ciamcs is arrested, and mnaiis 
whereby the wliolo power-transmitting nit-di- 
anism is returned to zeroov normal position, 
for the purposo set forth. 

23. In a motor-vehicle, of tlie character d(!- 
scribed, the combination, with powor-tnms- 
mitting mechanism, a auitablo motrjr, means 
whereby the power from said motor is carried 
to said transmitting mechanism and from 
thenee to the rnnnlug-gearof the vehicle, le- 
versing mechanism for rnnning said vcliiclo 
backward or forward, aha ndle-levcr connect- 
ed tlierewith, means for locking said, niecli- 
anism in its forward position, means connect- 
ed with the operating mechanism ioi- retnrn- 
ing the power- transmitting parts to zero 
whereby the said reversing mechanism is au- 
tomatically released from its forward position 
and thrown out of gear so that all power will 
be thrown off the running-gear of the vehicle, 
for the purpose set forth. 

24. In a motor -vehicle, the combination 
with the power-transmitting mechanism, ac- 
tuating meclranism and operating mechanism 
therefor, of the reversing mechanism consist- 
ing of a plate loosely mounted on one of the 
shafts of the power-transmitting mechanism, 
said plate carrying intermediate gears, one 
(»f which gears is adapted to register with a 
gear on said shaft and the other with a gear 
on the stud of the sprocket-wheel that eon- 
necta with the vehicle rnnning-gear, a han- 
dle-lever and a bar for connecting. said lever 
with said gear-plate, a locking device to en- 
gage means on said bar whefeby said revers- 
ing mechanism i« locked when thrown iVn-- 
ward Ro as to give a forward movemciitto the 
vehicle, means for automatically unlocking 
said reversing mechanism and carrying it 
back so that, tJie intermediate gears will be 
tJirown out of register with the sprocket-wheel 
gear and maintained there, for the purposo 
act forth. 

25. Thecombination, in the reversing mech- 
anism of a motor- vehicle, cnsistlng of a 
swinging plate, a support therefor, said ]ilalo 
carrying intermediate gears one of which 
gears is adapted to engage the sprocket-wheel 
stud-gear, and the other to engage a gear con- 
nected with the power-transmitting mechan- 
ism, a handle-lever and a connecting-bar piv- 
oted to said gear -plate and handle -lover, 
means for locking said bar in its forward po- 
sition arid means for automatically releasing 
aaid bar and means for returning the same 
and ojierate the said gear-plate so that it will 
assuihe a neutral position with respect to the 
sprocket-gear, and means for maintaining it 
in such position so that the further transinis- 
bion of power to the running-gear of the ve- 
hicle is shut ofC, for the purpose set fortli. 

2G. Tiiocombination,iu the reversing mech- 
anism of a motor- vehicle, consisting of a 
swinging plate, a support therefor, interiae-: 
diato geai-s mounted on said plate, one of 
which gears is adapted to register with the 
gear of tho sprocket-wheel that transmits 
power to tho runuing-gearof the'vclnclc, the 
other of said gears adapted to register with 
a gear connected with the power-transmit- 
ting mechanism, a handle-lever and a bar 
connecting such handle-lever with said gear- 
plate, means, when said gear-plate is oper- 
ated to transmit a forward movement to tho 
vehicle, whereby said plate is locked in such 
position, and means whereby said plate is re- 
leased automatically, or through the medium 
of said handle-lever, so that the gear on said 
plate is thrown out of contact with the said 
sprocket-gear, and the further transmission 
of power to the running-gear of the vehicle 
is effectually shut off, for the purpose set 
forth. 

27. Thocorabioation, in the reversing mech- 
anism of a motor -vehicle, consisting of a 
awinging plate carrying intermediate gears 
adapted to engage a gear connected with the 
power-transmitting mechanism and a gear 
connected with the sprocket-wheel for trans- 
mitting power to the vehicle running-gear, a 
handle-lever, a connecting-bar between said 
handle-levor and gear-plate, means for lock- 
ing said gear-plate when engaged with said 
sprocket-wheelgear for propelling the vehicle 
forward, means whereby said gear-plate is re- 
leased automatically or through the mediun. 
ofsaidhandle-leverand throwninto a neutral 
position with respect to said sprocket-wheel 
•fear and maintained in such position by 
means of a V-shaped constructiou on said 
plate, combined with a spring-actuated roller 
engaging therewith, substantially as shown. 

28. In a motor-vehicle or d(.vice of like 
charactorj the combination, with the engine,- 
of meauM connected with the balnnoo-whcel 



GEARING 

for giving an initial rotary movemeuL there- 
to, consisting of aspringforFtorinj^uppowev 
a shaft on which said spring is uiounled, said 
shaft adapted to'be rotated by such sprinj^, 
means whereby tho power ia thus irapartnil 
to the balance-wheel, and means whereby the 
said spring is rewound under tho rotative in 
flvu'uce of said whcol, for tho pu rposo sot fort h. 

9J>. In a motor-vehicle, tho Cf'jmbinatioh, 
with the cngino.of moans couuoctod with tho 
balancc-whccl for imparting an initial rotary 
movouiGnt thereto, and means for restoring 
tho power tlius expended and to restore said 
power through the medium of said wheel, 
consisting of a coiled spring, a worm-shaft 
therefor to which one end of said spring is 
fixed, the free end of said spring being suit- 
ably anchored, r.n operating-rod, alever hav- 
ing a pivotal support midway of its ends, one 
ciid of said levet* carrying a grooved pulley 
and a gear, said pulley adapted to engage 
jeith grooves formed on the inner face of tlio 
wheel, said gear adapted t-o engage a gear on 
4aid worm-shaft, the other end of said lever 
adapted to be engaged by aaid rod, a ratchet- 
wheel on said worm-abaft, means for locking 
said ratchet-wheel against rotation, and 
means for releasing the same, a second piv- 
oted lever carrying a similar gj'ooved pulley 
adapted to engage with grooves in the outer 
face of said balance-wheel, and a gear adapt- 
ed to engage with the said gear of the worm- 
shaft, means whereby said grooved pulley is 
automatically brought into engagement with 
said wheel so as to set in motion the mechan- 
ism for rewinding said spring and disengag- 
ing it therefrom, for the purpose set forth. 

30. In a motor-vehicle, thehex-einrdescribed 
device consisting of a coiled spring, for au- 
tomatically imparting an initial rotary move- 
ment to the balance-wheel of the yngiueand 
rewinding said spring, consisting of a worm- 
shaft to which one end of said spring is fixed, 
grooves formed on the outer and inner face 
of tJie balance-wheel of the engine, grooved 
pulleys adapted to engage said grooves, piv- 
otall3'-supported levers on which said pulleys 
are rotatively mounted gears rigidly secured 
to said pulleys adapted to engage with a gear 
on said worm-shaft whereby a forwarder re- 
verse motion is imparted to said shaft through 
the medium ofsaid pulleys, means for bringing 
one of said pulleys in contact with the bal- 
ance-wheel for imparting an initial rotary 
movement thereto, and means for automat- 
ically disengaging said pulley therefrom, 
means for automatically engaging the other 
grooved pnlleywith said wheel to rewind said 
spring, and disengaging it therefrom, for tho 
purpose set forth. 

619,505. GEORGE L. ROBY, Albion, 
Mich. Motor- Vehicle. Filed Dec. 31, 
I8*)o. Patented Feb. 14. 1899. Serial No. 
fiI7,664. (No model.) 
My invention relates especially to the con- 
trol and propulsion of motor-vehicles; and it 
consists of a suitable handle or lever to guide 
the direction and speed of such vehicle and 
the transmission of power to tho vehicle driv- 
ing-wheels by suitable device^ 

In vehicle-s heretofoi-e propelled bj* a pow- 
erful mechanical motor of any kind the con- 
nection between the motor-power and the 
vehicle -wheels has been positive and non- 
elastic. Pneumatic tires have been resorted 
to to lessen the excessive vibration caused b> 
the impact of the hard tires against an equally 
hard obstruction. In my invention I arrange 
>for an elastic application of the power of the 
motor to the driving-wheels of the vehicle, 
which by giving the vehicle a slower motion 
when passing over obstructions allows its av- 
erage speed to be increased with safety and 
without inconv-enience to its occupants, and 
in case the driving-wheels meet with a sud- 
den resistance, like running into a rut or 
over a stone, the shock or jar is not commu- 
v.icatod instantly and with its full force to 
the motor, but allows the reduction of the 
speed of the vehicle in proportion to the size 
of the obstruction withoutaffecting the speed 
of the motoL', the giadual application of tho 
load to the motor by this means allowing and 
giving time for it to develop its maximum 
strength before being stopped by any ob- 
struction, when otlierwise t,he motor might 
be caught unprepared and instantly stopped. 
In securing this result I employ a metal cyl- 
inder so constructed that it may be tightly 
closed at one end and has fitted thereto a 
piston so constructed that the air in the cylin- 
der cannot escape when the piston is forced 
toward the closed end. The power of the 
motor being applied to either cylinder or pis- 
ton as preferred and the resistance of the ve- 
hicle to the part opposite to that to which 
the power of the motor is applied will com- 
press the air so contained until its density 
will equal in expansive force the power nec- 
essary to the forward movement of the ve- 
hicle. As the i)ow<*r necessary to drive th« 



vehicle v;iU constautly vftiy it is not \<o be 
supposctl tliat ihe piston will v*>s1 staliorjarV 
jii tho cyliikkr for any considerable length 
of time, bat' willtravel back anil forth therein 
in sympathy with the rcsislanco ii(I«red to 
I,ha driving or traction wheels of the vtducle. 
U \\\\\ not be eshOiitial a^s to whnt particular 
foi'Ui I couritrupt thi« oylmder, so long as the 
Oarts uiechanioally connected to the motive 
force ran move freely in relation tv^ the parts 
coHiiecied to the resistance, except as pre- 
vonted by tho cushion of air heretofore de- 
scribed. I may use a, straight cylinder and 
connect, the piston to work properly by in- 
terposing equalizing levers or gcttrs; bat the 
most simple form would be to use the curved 
cylinder shown in Fig. 5, in which the cylin- 
4ler 2r^ is fastened to the wheel or disk's^, re- 
ceiving power frora the motor and the piston 
3- to the hub or adjoining disk z\ connected 
mechanica'ly with the vehicle traction-wheels. 
The power from the motor moving the wheels 
s' in the direction indicated by the arrow 
will compress tho r-ir <'out:iined between its 
<doscd end and the statmnarv niston z^. natil 
the air necween inera has oeen compressed' 
lo an amount suflBcicnt to drive the vehicle 
forward or stop the motor without further 
mechanical connections between the moving 
T>art« nf the two, 

1. The regulation of tho speed and direc- 
tion of a vehicle by the combination of a post 
journaled to its body, having a secondary 
shaft journaled therein passing through a 
spUned or sliding nut, with a controning-Ie- 
vor composed of two or more parts, the rota- 
tion of which will cause the rotation of the 
secondary shaft attached to the said post, and 
the lateraTmoveraent thereof causing a par- 
tial rotation of said post substantially as de- 
scribed. 

2. In a*vehicle whose direction is controlled 
by the partial rotation of a .standard con- 
nected to the guiding-wheels, and its speed by 
a pin projecting therefrom, the combination 
of a member fitting the surface of said stand- 
ard with a traverse slot cut therein to engage 
with, but allow the free movement of the pin 
in guiding the vehicle and connected to a 
lever, so attached to the motor thereof as to 
vary its driving power by the vertical move- 
ment of the pin, substantially as specified. 

3. In a motor-propelled vehicle, the con- 
trol of its speed by the combination of two 
collars sliding in suitable guides upon the 
main or auxiliary shaft of the motor which 
are connected by fiexible arms to each other, 
one of said collars being attached to the speed- 
regulating lever thereof, and the other to a 
cam, capable by its adjustment of ^ving a 
variable movement to a lever connected to 
the piston of a pump injecting explosive liq- 
uid into the air-dnct of the motor, substan- 
tially as described, 

4. In a motor-propelled vehicle, the com- 
bination of a cam -actuated piston, haviag 
differential sizes, with a pump-cylinder hav- 
ing differential cavities, and an opening con- 
nected with a supply to till said cavities V" 
outside force or gravity, so adjusted tha. 
when tho opening connecting with the liquid- 
supply is open, that tho bottom of the cylint 
der is closed by the piston, and that when 
the opening connecting with the liqaid-snp- 
ply is clo.sed by the piston, that connecting 
with the air-duct is opened substantially as 
described. 

5. In a vehicle-reversing gear, the combi- 
nation if a wheel held into engagement with 
a clutch or dog on the shaft by a spring in- 
terposed between a part thereof and a pro- 
jection on the said shaft, a sliding ring car- 
rying two or more idlers, a spring interposed 
between said ring and a second gear splined 
to the said shaft, and operated by a lever 
connected substantially as described. 

G. In a vehicle having a drive-wheel at- 
tached to the body, and a j corresponding 
driven wheel on the running-gear. tbA com- 
bination ot the idlers M, M, arm ]^P, pivot- 
W, arm M* and pitman. M^ substantially as 
described. 

7. In a vehicle power- trans mission system, 
the interposition between the motor and the 
driving-wheels thereof, which are so con- 
structed that they would otherwise be free to 
move in their relations to each other to a con- 
siderable distance, of an elastic cushion of 
air or other gaseous substances Dy confining 
it in tightly-closed cylinders at varying den- 
sities, substantially as described. 

619,527. CLINTON E. WOODS, Chi- 
cago, 111., assignor to the Fischer Equip- 
ment Company, same place. Motor- Ve-. 
hide. Filed Mar. 5, 1898. Patented Feb 
14, 1899. Serial No. 672.701. (No mod- 
el) 

My invention relates to motor- propelled 
vehicles, and particularly to that class of ve- 
hicles, known as "moton voles." adapted for 



travel upon trackless rouds^ antl baa for its 
object tho proviaior; of Tin iiupfoviid »nd sim- 
ploobnfltrnction for overcomi^n;; certain do- 
fect« in vehicles of this class. 

Horetofore railway motor-driven vehicles 
have be«n provided with cue spring-raount- 
mg for the vehicle- wody and a second apriup:- 
motiDting for the motor, this construction 
being peculiarly adapted for Jow-hung vehi- 
cle-bodies not subject to great saltatory and 
rolling motion. 

My invention heroin consists io a mptocycJe 
having a spring support or supports adapted 
to subserve the double purpose of flexibly 
supporting the vehicle-body jmd motor, the 
motor being preferably provided, as in prioj 
construotions, with a pivoted mounting atone 
end coaxial with the gear-wheel directly' en- 
gaging the driving-wheel of the motor, tho 
Other cud of tho jnotor being united with th(^ 
common flexible support. 

In practicing my invention T preferably em- 
ploy two motors for each vphicio, each rear 
wheel being geared toamotor independently 
of the other, whereby differential gearing is 
dispensed with. I employ elliptic spi-iugsin 
my pi^f erred construction, one spring being 
associated with each motor fiud adapted to 
perform the double function "of flexibly sup- 
porting the motor at one end and yieldingly 
supporting tho carriage-body upon the run- 
ning-gear. 

In one embodiment of the invention I em- 
ploy two full-elliptic spring3,to oneeud of each 
of which an end of a motoris linked, the other 
end of s&:d motor being rotatably mounted 
upon the rear or driving shaft of the vehicle. 
The linked, ends of the motors and the cor- 
I'esponding ends of the elliptical*springs are 
uiiited by brace-rods properly to preserve the 
Telative disposition of the parts. 

In each caee it will be observed that the 
motors are attached to the movable portiont 
of thusb ailiptic springs which are disposed 
between, fhe vehicle-body and the driving- 
Trheels of the vehicle, which wheels: in the 
present instances are the rear wheels. 

In the clai ras I speak of the free ends of the 
motorsasbeingattachedtotheellipticsprings 
by a practically rigid link or connection, 
meaning that the portions that unite and are 
interposed between the motors and springs 
•"are aufBciently rigid in themselves to limit 
the upward movement of the motors. 

In the claims I use the term "elliptic 
spring "vrhen unaccompanied by a qualifying 
word, in the sense of a fuU-oHiptic or semi- 
elliplio spring. 

1. In a motocycle or vehicle, the combina- 
tion with a vehicle-body, of a flexible support 
therefor composed in part of an elliptic spring 
interposed between the vehicle-body and the 
driving-wheels, and a motor in engagement 
with the running -gear of the vehicle and 
flexibly supported by a movable part of said 
elliptic spring, substantially as described. 

2. In a motocycle or vehicle, the combina- 
tion ivith a vehiole-body, of a flexible support 
therefor con posed in part of an elliptic spring 
interposed netween the veUicle-bodyand the 
driving-whoels, '^^motor, a gear-Wheel engag- 
ing and adapted to rotate a wheel-shaft of the 
vehicle, a second gear-wheol upon the motor, 
the motor with its gear-whoel being mounted 
bodily to rotate about the axis of the second 
gear-wheel, said motor boing attached by a 
practically rigid link orconnection to a mov- 
able part of said elliptic spring, substantially 
as described. 

3. In a motocycle or yehiele,*the combina- 
tion with a vehicle-body, of a flexible support 
therefor compoaed in part of two elliptic 
springs interposed between said body and a 
pair of driving-^ wheels, and two motors, each 
in engagement with a driving-wheel inde- 
pendently of the other and flexibly supported 
by a mov.Tble part of an elliptic spring, sub- 
stantially as described. 

4. In a motocycle or vehicle, the combina- 
tion wi&hivvehiclo-body, of a flexible support 
therefor composetl in part of a full-elliptic 
spring iiuerpopsd between the vehicle-body 
and the driving-wheels, and a motor in en- 
gagement ^Y^th the running-gear of the vehi- 
cle and secured at or near the end of said 
elliptic .spring by a practically rigid link or 
connection, siibsfc«nir?illy as described, 

5. lu a motocycle or vehicle, the combinni 
tion with a vehicle-body, of a flexible support 
therefor composed in part of two full-elliptic 
springs interposed between the vehicle-body 
and the driving-wheels, two motors, each hav- 
ing a gear-wheel, and iwo additional gear 
wheels, onein engagement with each driving- 
wheel and one of the aforesaid gear-wheels, 
said motore being bodily-mounted to rotate 
upon axes coincident with 'the axes of the 
second aforesaid gear-wheels,' and each at- 
tached at or near one end of each of said 
elliptic springs by a practically rigid link oi 
connection, substantially as described. 

620.325. WILLIAM B. ILIFFE, Alle.-«- 



GEAR/NG. 



ky, Englnnd. Changeable-Speed Gear- 
ing. Fik'd Jan. JU, 18''8. Patented Feb. 
28, IH'-i^. Serial No. 067,254. (No mod- 
d.) 

Be it known that I, William Coker Iliffe, 
h subject of the Queen of Great Bricain and 
Ireland, rediding at Allesley House, AUcsley, 
licarCoventry,inthocountyof Warwick, Eng- 
land, have invented new and useful Change- 
able-Speed Gearing, (in respect whereof I 
have applied for but not yet obtained a pat- 
ent in Groat Britain, No. 27,278, to boar date 
November 20, 1897,) of which the following is 
a specification. 

My invention refers to changeable -speed 
gearing, particularly gearing suitable for con- 
necting the driving - shaft with the driven 
shaft in autocars. 

An jniportant feature of my invention is 
thai, owingto the low gear being always. r6ad> 
for .'iction directly tho high or intermediate 
gear is tlirownoutof action the driving-shaft 
caiinoL race while the speed ia being changed. 

1. The combinatiou, with a driving and a 
driven shai't, of chains and gear-wheels con- 
nectiugsaidshafts.means to permit the driven 
gear-wheel of lowest gear turning in one di- 
rection iudopoudently of the driven s^aft, and 
means loi connecting the driving gear-wheels 
of higlior gear to th6. driving-shaft. 

2. In changeable-speed gearing, the combi- 
nation, with a driving and a driven shaft, of 
a pinion fixed upon the former, gear-wheels 
having different numbers of teeth rotatably 
mounted upon the driving-shaft, clutches for 
fixing said gear-wheels upon the driving- 
shaft, a drum mounted upon the driven shaft, 
gear-wheels fixed upon said drum, a gear- 
wheel loosely mounted upon the said drum, a 
pawl -and -ratchet connection between said 
gear-wheel and the said drum, chains connect- 
ing the said gear-wheels, and a balance-gear 
within the said drum, substantially as de- 
scribed. 

3. Changeable-speed gearing comprising a 
pinion C, a gear-wheel C, gear-wheels D and 
E, clutches P and G, gear-wheels D' and E', 
a drum K, and balance-gear J, substantially 
as describfifl 

62i,0a3, BOHN C. HICKS, Chicago, 

111., assignor, by mesne assignments, to 

the Hicks Motor Cycle Company, Illinois. 

Vehicle. Filed Aug. 8, 1898. Pateitted 

Mar. 14, 1899. Serial No. 688, lOl. (No 

model.) 

My invention, broadly speaking, relates to 
vehicles for use on the poramnn wagon-roads 
of the couiltry, and particulai'ly to that class 
of vehicles known as *' automobile " vehicles — 
TiShicles propelled by a prime mover, such as 
a' steam-engine, electric battery and motor, 
and fuel-engine. 

The invention relates, further, to a vehicle 
provided with means for minimizing theshoek 
and jars incident to undulations aud obstruc- 
tions on the common roads. 

The object of my invention is to provide a 
simple, economical, and efficient vehicle. 

A further object is to provide a simple, eco- 
nomical, and efScient vehicle with means by 
which the shocks due to undulations aud ol> 
structions of the road are minimized or ob- 
viated; and the invention consists in the fea- 
tures, combinations, and details of construc- 
tion hereinafter described and claiinptl. 

1. In a vehicle of the class described, the 
.'.ombination of a frame portion provided with 
three wheels arranged parallel to each other 
and mounted upon a flexible shaft, the cen- 
ter wheel being the driving-wheel, so that the 
wheels may have independent vertical move- 
ments, substantially as described. 

2. In a vehicle of the class described, the 
combination of a main shaft made in two or 
moreparts flexibly connected together, adriv- 
ing- wheel at the central portion thereof ,' a 
supporting-wheel at or near each end of the 
shaft, a main frame connected with the main 
shaft and pivctally connected to af rout steer- 
ing wheel or wheels, and a front steering 
wheel or wheels, substantially as described. 

3. In a vehicle of the class described, tht 
combination of a main shaft or axle made ici 
two or more sections secured together with 
universal joints, a main driving- wheel ar- 
riiiiged at the central portion thereof, a sup- 
^6rting-wheel at each end of such shaft ar^ 
Mnged parallel with each other and with the 
central driving-wheel, a front steering wheel 
or wheels, a motor-frame connected with the 
front steering-wheel and with the main axle, 
and a mainframe pivotally connected with 
the motor-frame, and codnected with the main 
ai:le, substantially as described. 

4. In a vehicle of the class described, the 
cblnbination of a main shaft or axle made in 
bwo or more sections pivotally connected to- 
gC'ther, a central driving-wheel on such axle. 

a siipporting- wheel at or near each end oJ 



573 



sucli axle arranged parallel with each other 
and with the central driving- wheel, o front 
steering wheel or wheels, a frame connectintj 
the front steering-wheels and axle toj;ether, 
a main frame pivotally connected to tho flrst 
named frame aud to the main axlo, a rear 
trailing ^heel, a rear head-block for such rear 
trailing wheel, and a frame portion connect- 
ing the rear head-block with the main axle, 
substantially as described. 

5. In a vehicle of the class described, the 
combination of a main shaft or axle made in 
two or more sections pivotally connected to- 
gether, a driving-wheel arranged at the cen- 
tral portion thereof, a supporting-whool ar- 
ranged at or near each end of the axlo par- 
allel with each other and with the central- 
driving-wheel, a f rontsteering-wheel, a frame 
connecting the front steering-wheel with tho 
main axle, a main frame pivotally connected 
to the first-named frame and connected with 
th^ axle, a roar trailing wheel, a rear head- 
blook in which such trailing wheel is pivot- 
ally mounted, a frame portion connecting tho, 
rear head-block with the main axlo, a body-, 
frame pivotally connected to the first named 
frame and with the rear head -block, and a 
wagon-body on such body- frame, substan- 
tially as described. 

621,483. WILLIAM J. BREWER, Pim- 

Lico, England, assignor of one-haif to John 
E. Cooper, Withcriisea, England. Auto- 
motor Carriage or Vehicle. Filed Mar. 
3, 1898. Patented Mar. 21, 1899. Serial 
No. 672,384. ■ (No model.) 
This invention relates to automotor car- 
riages or vehicles adapted to run on ordinary 
roads, tramways, or railways, and effects im- 
provements in the action and construction of 
such automotor-carriages comprising various 
combinations of attachments to the vehicle 
proper, each combination being specially 
adapted foracertainpurpose,butalldesigned 
and arranged to he operated together in effect- 
ing the purpose of my said invention, by the 
.use of which these several advantages are at- 
tained. All heavy working parts are entirely 
below and clear of the main body or passenger- 
compartment of the car or vehtcle, which is 
free from vibration in consequence, and the 
autocar is furnished with antifriction-rollers, 
thereby enabling heavier loads to be drawn 
with a less expenditure of power. The auto- 
car is readily adapted to either road or rail 
and is easy to steer. Furthermore, the parts 
arranged for the rolibf of friction on the axles 
of the car are available for facilitating the 
uso of an electric motor as the driving power. 

1. In an an to motor-car, the combination of 
acar-body,horn-piate3directly secured there- 
to, journal-boxes mounted in said horn-plates, 
a- main axle having wheels secured thereto 
mounted in the lower pair of journals and 
having collars thereon, an antifriction-axle 
mounted in 'the uppee pair of journals and 
disks mounted on said antifriction-axle en- 
gaging the collars on the main axle, substan- 
tially as described. 

2. In an automotor-car, the combination of 
a car-body, horn-plates provided with slots 
secured thereto, two journal-boxes mounteli 
in each of said horn-plates and secured to- 
gether and adapte'd to slide in said slots, a 
main axle having wheels secured thereto ' 
mounted in the lower pair of journals and 
having collars thereon, an antifriction-axle 
mounted in the upper pair of journals, and 
disks mounted on said antifriction-axleadapt- 
ed to revolve thereon and engaging the col- 
lars on the main axle,' substantially as de- 
scribed. 

3. In, an automotor-car, the combination 
with the main axle, of wheels fixed thereon, 
collars each composed of two .sections diago- 
nally jointed on the barrel and fastened to- 
gether by bolts, and a layer of insulating ma- 
tei'ial between each of said collars and said 
axle, substantially as described. 

4. In an automotor-car, the combination of 
a car-body, horn-plates fixed thereto, jour- 
nals moun ted i n said horn-plates, a main axle 
mounted in thelowerpairofjor^nals, wheels 
and crishions attached to said main axle, an 
antifrietion-axle mounted on the upper pair 
of journals, disks loosely mounted on said 
antifriction-axle and engaging said collai-s, 
an electric motor mounted on said antifric- 
tion-axle, and gearing on said axles^ substan- 
tially as described. 

5. In an automotor-car, the combination 
with a car-body, main horn-plates attached 
thereto, secondary horn-plates also attached 
thereto, journals mounted in saiU horn-plates, 
a main axle mounted in the lower pair of said 
journals, and provided with wheels and col- 
lars fastened thereto, a sectional antifriction- 
axle mounted in the upper sets of journals, 
and disks looselv mounted qn said antifric- 
tion-axle and engaging the collarson the main 



^74 

nxJe. suhplantlally ae described. 

fi, iDanantomotor-car, the combi nation of 
rt OAr-body, liorn-plates fixed thereto, jour- 
nal-boxes mounted iu said horn-platos, amain 
axle mounted in the lowoi pair of journals 
and providod \Tith cushions and wheels fixed 
thereto, a main antifriction -axle mounted 
above said main axle in the upper set of jour- 
nals, disks on said nntifriction-axleengaging 
with the collars on said main axle, second- 
ary autifricMon-axles mounted on a lino with 
the main antifriction-axle, and antifriction- 
wheels mounted on said secondary axle and 
engaging said main antifriction -axle, sub- 
stantially as described. 

7. In an automotor-car, the combination of 
thei main axle, wheels supported thereon, each 
wheel being provided with an interiorportiort 
uf less diameter than the main portion of the 
wheel, an arm revolnbly mounted in said 
axle, a wheel monnted on said arm parallel 
to the main axle, and me^s foe bringing said 
wheel down to an operative position for pre- 
venting said main wheel from rnnning off a 
track, and means for fastening it in that po- 
sition, substantially as described. 

8. In an automotor-car, the combination of 
a car-body and steering mechanism therefor, 
consisting of a main steering-wheel, supports 
therefor, an antifriction-axle monntedabove 
the axle of the steering-wheel, friction-disks 
mounted on said axle and engaging ^vith the 
axle of the steering-wheel, an operating spur- 
geai* and a pinion meshing therewith, sub- 
stantially as described. 

621,532. HIRAM P. MAXIM, HARRY 
M. POPE, and HERBERT W. ALDEN. 
Hartford, Conn. Driving-Mechanism for 
Vehicles. Filed July 20, 1898. Patented 
Mar. 21, 18'J9. Serial No. 686,91-1, (No 
model .J 

This invention relates to the devices tor 
transmitting powerfrora thesonrceoraoarc«s 
of power to the driven wheels of a vehicle, 
more especially of a vehicle which is wholly 
or in part of the general character of motor or 
automobile vehicles. It is not concerned 
with the character of the source of power, 
except so far as a motor of some sort may be 
combined ^rith means of propulsion by hand 
or foot, but has for Its object to improve the 
.means for regulating and controUingthe ap- 
plication of power derived from a motor and 
for starting up the motor or the vehicle, and 
incidentally to these main objects to improve 
the construction of vehicles in other partic- 
jlars, as will be pointed out more fully here- 
inafter. 

In vehicles of the class to which the inven- 
tion more especially relates and in which 
provision is made for, propulsion either by a 
motor or b}' a person mounted on the vehicle, 
or by both in conjnnction, it has generally 
been necessary when the rider desires to pro- 
pel the vehicle without the aid of the motor, 
as in starting up, to torn over the motor as 
well as to propel the vehicle, and in vehicles 
equipped with motbrs which require to be 
turned over one or more times before they 
are started it has generally been necessary 
for the rider to propel the vehicle as well as 
to turn the motor over. In both of these 
cases power is unnecessarily consumed; but 
by- the present* invention it has been sought 
to make it possible for the rider to start the 
vehicle without turning overthe motor or to 
turn over the motor without starting the ve- 
hicle, while at the same time it shall remain 
always possible for the rider touse his strength 
whenever necessary to assist the motor after 
it has been started and to regulate and con- 
trol the motor and to enable these results to 
be accomplished with mechanism which is 
not excessively complicated or heavy, but is 
easily manipulated by the rider under all 
circumstances. 

The invention is illustra-ted in the accom- 
panying drawings as applied to a motor-ve- 
hicle which is equipped with an explosive- 
engine and with meaps whereby the feet of 
a rider may be used to start the vehicle or to 
start the motor or to aid the motor; but ex- 
cept as may be pointed out in the claims here- 
inafter the invention is not to be regarded 
as limited to use with such a motor or such 
means for tuin^ the strength of the rider 

1. In a vehicle, the comoinaiion of a driv- 
ing wheel or axle, a motor, manual driving 
mechanism, connections from the driving- 
shaft of the motor to said dri vi ng wheel or axle, 
independent connections from said manual 
driving mechanism to said driving wheel or 
axle, and means to couple said independent 
connections to the driving:shaf t of the motor. 

2. In a vehicle, the combination of a driv- 
ing wheel or axle, a motor, manual driving 
mechanism, connections from the driving- 
shaft of the motor to said driving wheel or axle, 
independent conneclions from said manual 

-rtrivjng mechanism to said driving wheel or 



QEARINQ. 

axle, means to couple said independent con- 
nections to the dnving-shaft of Iho motor. 
and meansto uncouple said independent coil 
nections from said driving wheel or axle. 

3. In a vehicle, the combination of a driv- 
ing wheel or axle, a motor, manual driving 
mechanism, connections from the driving- 
shaft of the motor to said driving wheel or axle, 
a clutch between said driving-shaft and said 
connections, connections from said manual, 
driving mechanism to yaid driving-shaft, and 
a clutch between said last-named connections 
and said driving-shaft, 

4. In a vehicle, the comuination of a driv- 
ing wheel or axle, a motor, manual driving 
mechanism, connections from the driving- 
shaft of the motor tosRid driving wheel or axle, 
a clutch between said driving-shaft and said 
driving-wheel and connections, independent 
connections from said manual driving mech- 
anism to said driving wheel or axle, a clutch 
included- in said independent connections, 
and means to couple said independent con- 
nections to the drjving-shaft of the motor. 

5. In a vehicle, the combination of a driv- 
ing wheel or axle, a motor, a sleeve surround- 
ing the driving-shaft of said motor, connec- 
tions from the driving-shaft of the motor to 
said driving wheel or axle, independent con- 
nections, includinga clutch, from said sleeve 
to said driving wheel or axle, means to couple 
said sleeve to the driving-shaft of the motor 
and manual driving mechanism connected to 
said sleeve. 

G. In a vehicle, the combination of a driv- 
"ing wheel or axle, a motor, connections from 
the driving-shaft of (ho motor tosaiddriving 
wheel or axle, a clutch between said driving- 
shaft and said connections, asleeve surround- 
ing said driving-shaft, independent c-cmnec- 
tions from said .sleeve to said driving wheel or 
axle, means to couple said sleeve to tlie driv- 
ing-shaft of the motor and manual driving 
mechanism connected to said sleeve. 

7. In a vehicle, the combination of a driv- 
ing wheel or axle, a motor, connections from 
the driving-shaft of the motor to said driving 
wheel or axle, a sleeve surrounding said driv- 
ing-shaft, a bearing for said sleeve in which 
the .same is movable lon^^itndinally, a gear 
mounted upon said bearingandhaving clutch- 
teeth to engage said sleeve, a clutch member 
fixed upon the driving-shaft of the motor to 
engage said sleeve, connections-f rom said gear 
to said driving shaft or axle and manual driv- 
ing mechanism connected to said sleeve. 

8. The combination with a vehicle-frame 
comprising side bars and vertyical rear mem- 
bers, of a driving axle or wheel, bearings for 
the a^me located beyond or oiitside of said 
vertical members, a motor supported beyond 
said vertical members, connections from said 
motortosaid driving wheel or axle, a manual 
driving mechanism supported beyond said 
vertical members and connections from said 
.driving mechanism to said driving wheel or 
axle, whereby all of said parts are accessible 
from the end of the vehicle. 

9. The combination with a vehicle-frame 
comprising side bars and Vertical rear mem- 
bers, of a driving wheel or axle, bearings for 
the same located beyond said vertical mem- 
bers, a motor supported beyond said vertical 
members, connections from said motor to said 
driving wheel or axle, a manual driving mech- 
anism supported beyond said vertical mem- 
bers, connections includinga clutch from said 
driving mechanism to said driving wheel or 
axle, and means under control of the rider 
or driver for opening and closing said clutch 
also located beyond said vertical members. 

10. The combination with a vehicle-frame 
comprising side bars and vertical rear mem- 
bers, of a driving wheel or axle, bearings for 
the same located beyond said vertical mem- 
bers, a motor supported beyond said vertical 
members, connections from said motor to said 
driving wheel or axle including a gear-chang- 
ing device, means for controlling said speed- 
changing device located beyond said vertical 
members, a manual driving mechanism sup- 
ported beyond said vertical members and con- 
nections from said driving mechanism to said 
driving wheel or axle. 

11. In a vehicle, the combination of a driv 
ing wheel or axle, a motor, connections from 
said motor to said driving wheel or axle in- 
eluding a clutch and a gear-changing device, 
a single lever or handle under control of the 
rider or d river, and operative connections be- 
tween said lever or handle and said clutch 
and said gear-changing device, whereby with 
a single continuous movement the rider or 
]river can open said clutch, effect the change 
of the gear, and close said clutch. 

12. In a vehicle, the combination of a driv- 
ing wheel or axle, a motor, connections from 
said motor to said driving wheel or axle in- 
cluding a clutch and a gear-changing device, 
a single cam-disk under control of the driver 
or rider, and operative connections between 



said cam-disk and said clutch and samI gear- 
changing device. 

13. In avf'liicle, the combination of adriv- 
ing wheel or axle, a motor, connections from 
said motor to said driving wheel or axle in- 
cludinga clutch and a gear-changingdevico, 
a slide connected to. the movable member of 
said clutch, a secont; slide connected to said 
gear-changing device and a single cam-disli 
engaging both of said slides and under con- 
trol of the driver or rider. 

821,684. ALVARO S. KROTZ, Spring- 
field. Ohio, a.ssignor of tw(>-third.s to O. S. 
Kelly and O. W. Kelly, same place. Mo- 
tor-Cycle. Filed Mar. 9. 1897, Patented 
Mar. Jl, 1H99. vSerial No. 626,675. (No 
model.) 
My invention relates to Improvements in 

motor-cycles or horseless vehicles, anditpa- 

ticularlyrelates to the means for guiding and 

controlling said vehicles. 

1. In a motor-cycle, a steering wheel or 
wheels, a motor, and a propelling mechanism , 
and devices for regulating and controlling the . 
propelling mechanism, a cohtrolling-lever pi V- 
otatly mounted in a rotating head and con- 
nected with said steering wheel or wheels, 
said lever also having a connection with the 
controlling devices of the propelling mech- 
amsm adapted in its normal position to hold 
said Controlling devices disconnected from 
said motor, one of said devices being adapted 
to be connected to motor when the lever is 
oscillated in said head and the other device 
being operated when the lever oscillates the 
head, substantially as and for the purpose 
specified. 

2. The combination with the steering and 
drixingdevices, as described, of a controlling- 
lever pivoted in a rotating head, link con- 
nections extending in opposite directions to 
the steering-wheels from said lever and adapt- 
ed to be moved bj- a lareral movement of said 
lever, and clutch devices forming part of the 
driving mechanism alpo connected by a link 
connection t^o said operatii^ or controlling 
Iftver and adapted to life moved by a front 'and 
rear motion of said Ifever, substantially as 
specified. 

'3. The. combination with the driving mech- 
anism and the steering-wheels, of a control- 
ling-lever pivotally mounted in a Rotating 
head, link connections extending laterally 
and rearwardly from said lever and connected 
respectively to the guiding and drivin;^ mech- 
anism of the vehicle, said link connections 
being .universally joined to said leVfir to per- 
mit a lateral or front and rear motion of said 
lever without interfering with "saidconnec- 
tions, substantially as and for the purpose 
specified. 

4. The combination with the driving- 
wheels, of a counter-shaft, clutches nlounted 
on said counter-shaft, and a motor geared to 
said clutches to cause the same to rotate in 
opposite directions on said shaft, and.means, 
substantially as described, to canse said 
clqtches to engage or disengage said shaft, a. 
controlling-lever mounted in a rotating head 
and connected by intermediate connections 
to said clutches, said controlling-lever being 
alBO connected to the steering device of the 
vehicle, substantially as and for the purpose 
specified. 

5. The combination with a driving-shaft 
and the clutches thereon, a vibrating bar con- 
nected to said clntches, and a pivoted lever 
connected by intermediate connections to said 
bar,abrake-leverpivoted adjacent to said bar, 
and a cam projection adapted to engage said 
brake-le ver,and a connection from said brake- 
lever to a brake-shoe to cause said brake to 
be operated when said bar is in a normal or 
neutral position and to disengage said brake 

when said bar is moved in either direction 
from said position, substantially as specified. 

6. In a motor-cycle, the steering- wheels and 
driving mechanism, a controlling-lever piv- 
otally mounted in a^rotating head, said lever 
being formed with a handle subst-antially at 
right angles to the main body of the lever, a 
connection from the rotatinghead to thesteer- 
ing-wheels, and a connection from the lever 
to the driving mechanism, substantially as 
and for the purpose specified. 

7. The combination with the steering and 
the driving mechanism, of a rotating head 
jonmaled in a suitable support, a controlling- 
lever pivotally mounted in said rotating head, 
said lever being adapted to torn on its piv- 
oted bearings and also to turn said head, a 
connection from said head to the steering de- 
vice, and a connection from said lever to the 
driving mechanism whereby a movement of 
said lever in one direction will operate one of 
said devices and a movement of the lever in 
a different direction will operate the other de- 
vice, substantially as specified. 

8. The combination with the steering- 



wheelsanddrivinj^Mieclianism, of ahead jour 
iialed in a suitable support, and a controUing- 
levei pivoted to said head, a connection from 
said lever to one of said driving or steeriug 
deiilces, and a connection from said rotating 
head to the other device, said lever having an 
upper hinged portion to permit the handle 
portion to assume different angles with ref- 
erence to the main portion of said lever, sub- 
stantially as specified. 

9. The combination with a steering wheel 
or wheels and motor, driving wheel or wheels 
and connections, and means for regulating 
and controlling the driving men-hanisin, of 
a controlling -lever adapted to control the 
devices connecting the motor and driving- 
wheel, one end of which is mounted in a uni- 
versal jointed connection to permit said lever 
to oscillate in any direction, and connections 
from said lever extending substantially at 
right angles to each other, one of said connec- 
tions leading to the steering wheel or wheels 
and the other to the controlling devices of 
the driving mechanism, substantially as and 
for the purpose specified. 

623,037. ANDREW L. RIKER, New 
York. N. Y. Motor-Vehicle. Filed May 
23, 1898. Patented Apr. 11, 1899. Serial 
No. 081,541. f No model. ) 
This invention relates to the construction 
of motor- vehicles, and more particularly to 
certain portions of the run'ning-g^ar thereof, 
coroprisiog the frame, the axles, and the driv- 
ing mechanism. 

The improved running -gear herein de- 
scribed is an improvement on that described 
in my pending apjjlica-tion, Serial No. G6tl,947, 
filed February 11, 180S, and is designed to 
simplify and cheapen the construction and 
lighten certain of the parts witlroot detract- 
ins^from the reliability-and efficiency thereof. 

1. In a rnnning-gear for vehicles, a yoke 
hnng to an axle to turn in a vertical plane 
transverse to said axle, and a side bar con- 
nected to the yoke so as to turn therein, but 
without translatory motion relative thereto, 
substantially as described. 

2. In avehicle,anaxle, a raceway surround- 
ing said axle, a casing surrounding said i-ace- 
waj, balls interposed between the casing and 
raceway, & yoke secured to the casing, and a. 
side bar havingits end secured to turn in said 
yoke, substantially as described. 

3. Inavehicle,ayoke6ecuredtoturn trans- 
verse of the &sle, a socket in said yoke, a ring 
attached to the yoke in proximity to the 
socket, a side bar passing through said ring 
and entering said socket, a circumferential 
annular groove near the end of the side bar, 
and a collar seated in the groove in the side 
l)ar and ^U'l'g tho space between the ringarid 
eocket, substantially as described. 

4. In a motocycle an axle, a mototlinng on 
A reduced portion of said axle with ojie of its 
bearings abutting a shoulder therfeon, ^sec- 
ond motor-bearing, a spacing-sleeve extend- 
ing between the two motor-bearings, A bear- 
ing for a side bar yoke on the axle, a spac- 
ing-sleeve between said side-bar-yoke bearing 
and one of the motor- bearings and a screw 
threaded collar on the axle and engaging the 
outer edge of the side- bar-yoke bearing, 
whereby the three sets of bearings are firmly 
secured in their respective positions, substan- 
tially as described. 

5. In a rupniug-gear for vehicles, a solid 
axle, a tubular axle surrounding the same, 
each fyclc extending in unbroken length en- 
tirely across the vehicle, a motor hung on 
bearings surroundingthe tubularasle, a side- 
bar-yoke bearing near the end of said rfxle, 
a spacing-sleeve a.ound said axle between 
♦/he motor- bearing and said side-bar-yoke 
bearing, a screw-sleeve on the axle clamping 
the side-bjir-yoko bearing against the end of 
the spacing -sleeve, a second side-baivyoke 
bearing on the opposite end of the axle and 
clamped between a shoulder on the axle?and 
R second screw-sleeve, wheel-hubs on the re- 
spective ends of the compound axle and nuts 
engaging the ends of the solid axle, whereby 
the tubular axle is free t^ turn on the solid 
axl6,afldth6 wheel-hubs and several bearings 
arefree to turn in their respective positions, 
while all the parts are seeuved against rela 
tive longitudinal movement, substantially as 
described- 

624,319, JOSEPH N. FORBES, Cro- 
manton, Fla. Motor- Vehicle. Filed June 
25, 1897. Patented May 2. 1899. Serial 
Wo. 642.270. CNo-model.) 
This invention relates ro improvement^ in 
motor or horseless carriages, and more par- 
ticularly to the manner of gearing the driv- 
ing-shaft to the ground- wheels, the Invention 
contemplating a construction by which the 
body of the vehicle carries the engines and is 
spring-supported to take up jolts or jars, the 
driving mechanism, being geared and ar- 
rangred.in such manner as to nermit a rock- 



GEARfNG. 

ing movement of the body, as well as alfow 
both the front and rear wheels to be turned 
in rounding a corner, and for throwiug the 
driving-shaft into gear with tho shafts or axles 
of the ground-wheels to propel the vehicle 
cither forward or backward. 

The object of tho invention is to provide 
simple, cheap, and durable mechanism for'uc- 
complishiug the above euds^ and it consists 
in the construction and combination of the 
parts, as will be hereinafter fully set forth, 
^nd particularly pointed out in the claims. 

1. In a motor-carriage, the combination 
with the running-gear, uf a transverse shaft 
having gear-wheels loosely mounted thereon 
and in mesh with a gear-wheel driven from 
the motor, a clutch interposed between the 
gear-wheels on the transverse shaft and adapt- 
ed to be thrown in engagement therewith, 
pinions at the ends of the transverse shaft, 
bearings adapted to turn with respect to the 
running-gear and carrying the stub-axles 
upon which thesupporting-wheelsaremount- 
ed, pinions on said axles and interposed gear- 
wheels connecting the pinions to the trans- 
verse shaft, substantially as shown and foi 
the purpose set forth. 

2. In a motor -carriage the combination 
with the running -gear, of casings secured 
thereto, casings connected to the aforesaid 
casings to turn with respect thereto, the lat- 
ter carrying the stub-axles upon which the 
supporting- wheels are mounted; together 
with a transverse shaft supported in the sta- 
tionary casings and driven from the motor, 
pinions on said transcerse shaft, ecnd. inter- 
posed horizontal gear-wheels connecting the 
aforesaidpinions, substantially as shown and 
for the pui-pose selforth. 

3. In a motor-carriage, the combination 
with the running-gear, of a longitudinal shaft 
mounted thereon and provided at its ends 
with bevel-wheels, transverse shafts sap- 
ported by the running-geat and ^laving bevel- 
wheels loosely mounted thereoh and in gear 
with the bevel -wheels of the longitudinal 
shaft, sleeves interposed between the bevel- 
wheels and having clutch-faces which engage 
therewith; together with movable bearings 
for the stub-axles of the supporting-wheels, 
pinions on said stub-axles, and horizontally- 
disposed gear-wheels connecting said pinions 
to pinions on the transverse shafts, substan- 
tially as shown and for the nnroose set forth. 

4. In a motor - carriage, tne combinatioh 
with the running-gear, of casings 5 and G rig- 
idly secured thereto, casings 7 and 8 connected 
to the aforesaid casings and having inter- 
posed ball-bearings, transverse shafts stip 
ported in the stationary casings and drives 
from a suitable motor, said shafts having iriu - 
ionsloeatedwithin said casings; together wtU( 
stub-axles upon which the supporting-whpcls 
are mounted bearing in the movable casings, 
pinions mounted on said stub-axles, and a 
horizontal gear-wheel supported by eitherthe 
stationary or movable casings so as to connect 
the shafts and stab-axles, substantially as 
shown and for the purpose set forth: 

5. In a motor- carriage, the combination 
with the running-gear, of casings 5 and 6 rig- 
idly secured thereto, casings 7 and 8 connected 
to the aforesaid casings and having inter- 
posed ball-bearings, transverse shafts sup- 
ported in the stationary casings and driven 
from a suitable motor, said shaf to haviug pin- 
ions located within said casings, stub-axles 
for the supporting-wheels jonrnaled in the 
movable casings and provided with a pinion, 
and horizontal gear-wheels connecting the 
<itub-axles to the transverse shafts; together 
with segment-racks projecting from the mov- 
able casings, rods extending across the vehi^ 
cle to connect the wheels on one side with the 
wheels at the opposite end of the other side, 
agear-wheelin mesh with said segment-racka, 
and means for turning said gear-wheels, sub- 
stantially as shown .and for the purpose set 
forth. 

6. In a motor - carriage, the combination 
with the running-gear having a horizontal 
shaft in mesh with the supporting-wheels, a 
body supported upon springs resting on the 
running-gear, brackets or braces depending 
from the body and connected to the running- 
gear by bolts which engage slots therein; to- 
gether with the jointed vertical shaft 39 hav- 
ing a £:ear-wheei in mesh with a gear-wheel 
on the horizontal shaf t, and a gear-wheel car- 
ried by the body of the vehicle to slide upon 
the upper end of the vertical shaft, the last- 
mentioned gear-wheel being driven from a 
suitable motor, substantially as shown and 
ior the nuroose set forth. 

624,414. JULIUS W. WALTERS, New 
York. N. Y. Motor-Wheel for Vehicles. 
Filed Dec. 21, 1898. Patented May 2, 
1899. Serial No. 099,940 (No model.) 
The object of ihe invention is to provide a 

new and improved motor-whpel for vehicles 



575 



■for piupelling the lai'cr in a very convenient 
and simple manner and without undue loss 
of power fiom the motive agent employed. 

Tho invention consists of novel features and 
parts and conibinjitions of the same, as will 
bofullydesciihcd lioroinafter iuid tlien point 
eil out in the claini.s. 

1. A device of the ciijwacter described, com- 
prising a wheel, supports therol'cr, a motor 
within thowheel.amechauism for connecting 
the motor with the wheel to start, st^>p or re- 
verse the wheel while the motor is still run- 
ningsaid mechanism havinga portion interior 
and exterior to the wheel, and a connecting 
device between said interior and exterior 
parts, said conncctingdeviee being roncontric 
with the wheel, substantially as il?F^-ribed. 

2. A device of thecharacterdescriKc'I, com- 
prising a wheel, supports therefor, ,i motor 
within the wheel, and a mechanism for con- 
necting the motor with the wheel to start, s'-op 
or reverse the wheel, while the motor is still 
runniog,saId mechanism having an outward- 
extending portion concentric with the wheel, 
and b}' means of which the said mechanism 
is operated, substantially as described. 

3. Adeviceofthecharacterdescribed, com- 
prising a wheel, a frame on which said wheel 
is jonrnaled, one of the supporting-journals 
of the framebeinghollow, a motor within the 
wheel, a mechanism for connecting the mo- 
tor with the wheel to start, stop or reverse the 
wheel while the motor is still running, such 
mechanism having a portion within and a por- 
tion exterior tQ said wheel, and a connecting 
device between said interior or exterior parts, 
said device being extended through the hol- 
low journal, substantially as described. 

4. A devieeof the character described, com- 
prising a wheel having alined hubs, a sup- 
porting-frame having journals upon which 
the hubs of the wheel are mounted, one of the 
journals being hollow, a motor in the wheel, 
a mechanism for connectipg the motor with 
the wheel to start, stop or reverse the wheel 
while the motor is still running, said mechan- 
ism having one of its shafts mounted in the 
hollow journal, and means for operating said 
shaft, substantially as described. 

5. A device of the character described, com- 
prising a wheel having alined hubs, a sup- 
porting-frame having hollow journals upon 
which' the wheel is moanted, a motor sup- 
ported by the frame in the wheel, a feed-sup- 
ply leading to the motor through one of the 
hollow journals, a, mechanism for connecting 
the motor with the wheel to start, stop or re- 
verse the wheel while the motor is still run- 
ning, said mechanism having one of ilsshafts 
mounted in the other journal of the frame, 
and means for operating said shaft, substan- 
tij^lly as described. 

G, In a de'-nce of the character described, 
the combination with a wheel, and a motor 
theiein for operating it, of a supporting-frame 
having a vertical hub and journals upon 
which the wheel is mounted, one of the jour- 
nals being hollow, a mechanism for connect- 
ing the motor with the wheel to start, stop or 
reverse the wheel while the motorisstillrun- 
jiiing, said mechanisoi having one of its shafts 
;in the hollow journal, a vertical shaft mount- 
ed in the hub of the frame, and a connection 
between the said shaft and the shaft of the 
mechanism working in the hollow journal, 
substantially as described. 

7. In a device of the character described, 
the combination with a wheel, and a motor 
thereinforoperatingit, ofasupporting-frame 
provided with a vertical hub and with jour- 
nals upon which the wheel is mounted, one 
of the journals being hollow, a reversing 
mechanism in the wheel and having one of 
its shafts monuted in the hollow jonrnal, said 
shaft being provided with an armatitsodter 
end, a vertical shaft mounted intthe hnb of 
the frame and provided with ah arm at its 
lower end, means for operating said vertical 
shaft, and a connection between the arms of 
the said shafts, substantially as described. 

8. A motor-wheel, comprising two spaced 
axially-alining hollow hub parts mounted to 
rotate, a ff-ame having members extending 
through said hollow hub parts, one of said 
members being hollow, a motor supported by 
the frame and located between said spaced 
hub parts, a shifting pinion in driving con- 
nection with said motor, an inner and an 
enter set of gear-teeth between which is lo- 
cated said pinion, said gear-teeth being on 
the wheel proper, a shaft extending through 
the hollow frame member and connected with 
said pinion to shift it into engagement with 
either set of gear-teeth and means for turn- 
ing said shaft. 

9. A motor-wheel, coihprisiug two spaced 
axially-alining hollow hub parts-mounted to 
rotate, a frame having members extending 
through said hollow hub parts, one of said 
members being hollow, a motor supported by 
Cae frame and located between said spaced 



576 



hub parts, afuel-siippiy pipeexlendingtotho 
motor through the hollow frainf^ member, a 
rim connected^vith said hub parts, ancia driv- 
ing connection between ihe motor and The 
rim. 

10. A motor-wheel comprising a vehicle- 
wheel, a motor suspended within the wheel, 
a connecting mechanism between the motor 
and the wheel, for rotating the lailor. and a 
reversing and disconnecting devloo for said 
connecting mechanism, tp reverse the motion 
of the wheel or to throw the mechanism on* 
of gear with the wheel, snbst-antiallj' as shown 
and descnbed. 

11. A motor-wheel, cotaprising two spaced 
axially-alining hollow hub parts mountod to 
rotate, a frame having members extending 
through said hollow hub parts, one of said 
members being hollow, n motor supported by 
the frame and located between, said spaced hub 
parts, a f nel-supjily pipe extending to the mo- 
tor through the hollow frame member, a valve 
controlUpg the connection of said pipe with 
the motor, a yalve-operating device extend- 
ing through said hollow frame member, a rim 
connected with said huh parts, and a driving 
coilneotiou between the motor and the rim. 

12. Amotor-vehicle, provided with driving- 
wheels a motorin each wheel lor rotatingsaid 
wheel, a frame mounted on the v/heels, and a 
conaection between the wheels, to steer the 
.same in nnison, substantially as shown and 
described. 

13. A motoi^vehicle,provided with abolster, 
driving-wheels having their fork-arms mount- 
ed to turn in said bolster, a motor in each 
wheel for rotating it, and a connection be- 
tween said fork-arms, and under the control 
of the operator! for steering the wheels simul- 
taneously, substantially as shown and de- 
scribed. 

14. A motor-wheel for vehicles, comprising 
a wheel carrying two bovet driviug-wlieols, a 
framework-sleeve on which said wheel is jonr- 
naled, an engine supported from said sleeve, 
and a gearing between the main shaft of the 
engine and said bevel drivin-ggenr-wheels, for 
rotating the motor-wheel in the usual direc- 
tion, substantially as shown and described. 

16. A motor-wheel for vehicles, comprising 
a-wheel carrying two bevel driving-wheels, a 
framework-sleeve on which said wheel is jour- 
naled, an engine supported fronj said sleeve, 
a gearing between the main shaft of the en- 
gine and said bevel driving gear-wheels, for 
rotating the motor-wheel in the usual direc- 
tion, and means for throwing said gearing out 
of mesh with either of the bevel driving gear- 
wheels, substantially as shown and described. 

IG, A motor-wheel for vehicles, comprising 
awheel carrying two bevel driving-wheels, a 
framework-sleeve on which said wheel is jour- 
naled, an engine supported from said sleeve, 
a gearing between the main shaft of the en- 
gine and said bevel driving gear-wheels, foi 
rotating the motor-wheel in the usnal direc- 
tion, means for throwing said gearing out of 
mesh with either of the bevel driving gear- 
wheels, and means,snbstantially as described, 
and under the control of the operator, forac- 
tnating the device for throwing the gearing 
ia and out of mesh, as set forth. 

624,519. CHARLES H. METZ, Wal- 
tham, Mass. Differential Gear. Filed 
Jan. 6. 1899. Patented May 9, 1899. Se- 
rial No. 701,319. (No model.) 
This invention has reference to improve- 
ments in gear for driving two independently- 
joornaled shafts. 

The object of the invention is to improve 
the construction of differential gear with ref- 
erence to the same as an equalizing driving 
connection between two shafts independently 
joarnaled in axial alinoment. 

The invention consists in the independent 
shafts and bearings in which they are jour- 
naled, the spreader between the shafts, the 
internal gear fixed on one shaft, the bpur- 
gear fixed on the other shafts, the drive-gear 
rotatable between the internal gear and the 
Bpar-gear, and the connecting-pin ions mount- 
ed on shafts which are journaled in the drive- 
gear. 
The combination with the shafts 8 and 10 
•each having an axial socket enlarged at it-s 
inner end the bearings for the shafts, the in- 
ternal gear 13 fixed on the shaft S, and the 
gear 14 fixed on the shaft 10, of the spreader 
12 having its ends seated in the enlarged ends 
of the shaft-sockets and its pivots journaled 
in sai(J sockets, the disk or gear 15 rotatable 
on the spr'^ader, the shaft 16 journaled in the 
gear 15, and the pinions 17 and ]8 fixed on 
the ends of said shaft 16 and meshing respec- 
tively with the gear 13 and thegearl>l,asaod 
for the purpose described. 

624,689. WILTON SUMNER SCHUY- 
LER, Oceauside, Cal. Motor-Vehicle. 

Filed Apr. 1, 1898. Patented Mav 9. 1899. 



GEARING., 

Serial No. 670,128. (No model.; 

One particular object of ray invention is to 
80 arrange a motor- vehicle that the motor and 
all of the heavy mechanism may be carried 
upon aspring-supported vehicle-bed, so as to 
avoid tlic loss of power and the strain upon 
the machinery which is attendant upon those 
vehicles having the motor and its mechanism 
arranged upon ;i bed unyieldingly aUached 
to the running-gears of the vehicle. 

A particular object of my invention ih to 
provide meau.s whereby a motor-vehicle ca- 
pable of satisf;itii>!-y general use may be pro- 
duced and wiihom the usQ,of pneumatic tires, 
which- are expensive, liable to wear out, and 
unsatisfactory in use from various other rea- 
sons. . 

A further object of my invention is to pro- 
vide improved meiins for steering the vehicle, 
so arranged that such mechanism can be op- 
erated by power from the motor or by hand- 
power, as desired, thus adapting my inven- 
tion fornse upon heavy trncksafl well as light 
vehicles. 

A further object of my invention is to pro- 
vide means for rendering dust-proof l^e dif- 
ferential gear which connects the two parts 
r>f the hind axle with each other. 

1. In a vehicle, thu combination set forth 
of a support; a headlight pivoted to thesup- 
port; an, operating-arm having one end at- 
tached to the headlight and the other end at- 
tached to the running-gears of the vehicle 
and adapted to turn the headlight to corre- 
spond with the line of travel of the vehicle. 

2. In a motor-vehicle, the combination set 
forth of A driving-shaft; a driving-wheel se- 
cured to the shaft; a driven wheel arranged 
to be rotated by the driving-wheel; a second 
driven wheel arranged to be rotated by the 
first driven wheel; steering mechanism con- 
nected with the front axle of the vehicle; a 
friction-wheel arranged to operate the steer- 
ingmechanlsm; and meansarrangedtoswing 
the two driven wheels to bring on^ of said 
wheels at a timein engagement with the fric- 
tion-wheel. 

3. In a motor-vehiele^ the combination set 
forth of a driving-shaft provided with a driv- 
ing cog-wheel; a driven cog-wheel arranged 
to mesh with the driving cog-wheel; a sec- 
ond driven cog-wheel arranged to mesh with 
the first driven cog-wheel; friction-w heels, 
dne arranged upon 6ne side of the first driven 
wheel and, projecting therebeyond and the 
other arranged upon the opposite side of the 
second driven wheel and projecting therefie- 
yond; vehicle-steering mechanism connected 
with the front axle; a fription-wheel adapted 
to operate such steering mechanism; and 
means adapted to bring either of the driven 
friction-wheels into contact with the steer- 
ing friction-wheel- 

4. In a motor- vehicle, the combination set 
forth of a bed ; the front axle pivotally se- 
cured to the hod ; an arc rack secured to the 
front axle-, a vrortu-gear meshing with the 
arc rack; a lievoled cog-wheel secured to the 
worm-gear; a beveled pinion meshing with.. 
the cog-wheel; a shaft extending from the 
beveled pinion upward to the bed of the ve- 
hicle; and a universal joint arranged in tlie 
shaft above the beveled pinion. 

5. In a motor-vehicle, the combination set 
forth of a lower platftrra rigidly connected at 
one end to the front bolster of the vehicle 
and secured at its other end to the hind axle ; 
a front axle pivotally secured beneath the 
bolstter; an arc rack secured to the axle; a 
supporting-frame pivotally secured to the 
king-bolt at one end and to the lower plat- 
form at its other end ; a worm-gear carried by 
the frame and meshing with the arc rack; 

means tor operating the worm-gear; and a 
spring-supported vehicle-bed arranged above 
the platform. 

6. In a motor-vehicle, the combination set 
forth of a platform connecting the hind axle 
of the vehicle with the front bolster; a driven 
cog-wheel arranged upon the hind axle; a 
spring -supported bed arranged above the 
platform ; a driving-pinion carried by the bed 
and meshing with the eog-whcel; links con- 
necting the hind axle and the shaft of the 
driving-pinion; and a motor arranged upon 
the bed for rotating the pinion. 

7. In a molor-vehicle, the combination set 
forth of a platform connecting the hiud-axle 
with the frontbolster; &ueh hind axle, divided 
into two parts, each part having a support- 
ing-wheel rigidly fixed thereto; a differential 
gear connecting the two parts of the axle with 
each other; a spring-supported bed airanged 
^bove the platform; a driving-pinion for driv- 
ing the differential gear; links connecting 
the hind axle with the bed of the vehicle 
and .idapted to hold the pinion in mesh -with 
thedift'erential gear; and a motor carried by 
the bed and adapted to operate the driving- 
pinion. 

8. In a mot^r-vehicLe, the combination set 



forth of the hind axle diviaed into tfro parts, 
eaeli part having a supporting- wheel rigidly 
fixed thereto; a differential gear connecting 
the two parts of the axle with each other; the 
vehicle-bed; a shaft journaled in the vehicle- 
bed and provided with a friction-disk; a driv- 
ing-pinion fixed upon .the disk-shaft and 
adapted todiiv« the differential gear; a driv- 
ing shafi, journaled parallel with the face of 
\\\'i friclion-disk and provided with agroove; 
a riicOon-wheel arranged upon said shaftand 
provided with a spline to slide in the groove; 
a brake-wheel secured upon the shaft of the 
frjetion-disk; a friction-band for engaging 
with the brake-wheel; and a motor for rotat- 
ing the driving-shaft. 

0. In a motor-vehicle, the combination set 
forth of the platform having the running- 
gears secured thereto; the spring-supported 
vehicle-bed arranged above the platform; a 
motor <^i)rried upon the vehicle-bed; driving 
mechanism carried by the running-gears; 
and compensating mechanism connecting the 
motor with thedriving mechanism and adapt- 
ed to allow the vehicle-bed to move upon its 
springs withoutdisconnectingthe motorfrom, 
the driving mechanism. 

10. In a motor-vehicle, the combination set 
forth of a platform; the bind axle journaled 
to said platform, divided into two parts, each 
part provided with a sn pporting- wheel rigidly 
fixed thereto; a differentia! gear connecting 
the two parts of the axle with each other; a 
spring -supported bed arranged above the 
platform; a disk-shaft journaled to the bed; 
a pinion secured upon the disk-shaft and ar- 
ranged to drive the differential gear; links 
holding the pinion in mesh with the differ- 
ential gear; a friction-disk secured upon the 
disk-shaft; a cog-wheel journaled upon the 
disk-shaft; a clutch fixed upon the disk-shaft 
and adapted to connect the cog-wheel with 
the shaft; a pinion meshing with the cog- 
wheel; a friction-wheel secured upon the pin- 
ion-shaft; a driving-shaft; a . f rietion-whoel 
secured upon the driving-shaft and adapted 
to operate the friction- wheel upon the pinion- 
shaft, and to also operate the friction-disk; 
means for shifting the friction-wheel along 
the driving-shaft; and means for throwing 
Ihe clutch into ifa (^erative position' only 
when the friction-wheel upon the driving- 
shaft is in engagement with the friction-wheel 
upon the pinion-shaft. 

11. In a motor-vehicle, the combination set 
forth of a ge,ar-wheel fixed to the hind axle 
of the vehicle; a shaft journaled to the frame 
of the vehicle and provided with a pinion 
adapted to drive the gear-wheel, and also pro- 
vided with a friction-disk fixed to the shaft; 
abeveled cog-wheel journaled upon theshaft; 
a clutch adapted to connect and disconnect 
the beveled cog-wheel with the shaft; two 
shafts arranged upon opposite sides of the 
beveled cog-wheel and at right angles to the 
shaft of the friction-disk, such shafts being 
each provided with a beveled pinion meshing 
with the beveled cog-wheel and also pirovided 
with a frictfon-whcel having its bearing-face' 
arranged in line with the extended plane of 
the face of the friction-disk; a grooved driv- 
ing-shafc arranged parallel with the plane of 
the friction-disk: two friction-wheelsarranged 
to slide along the shaft and each provided 
with a spline sliding in the groove; an adjust- 
ing-frame arranged to slide both said friction- 
wheels back and forth along the shaft; and 
means arranged upon the frame and adapted 
to oi>erate the clutch to connect the beveled 
cog-wheel with the shaft of the friction-disk 
only when one of the friction-wheels upon the 
driving-shaft is in engagement with one of 
the friction- wheels which operate the beveled 
cog-wheel. 

12. In a motor- vehicle, the combination set 
forth of the back axle divided into two parts 
andconnected by means of a differential gear; 
a friction-disk; a shaft fixed to the disk and 
provided with a pinion arranged to drive the 
differential gear; a cog-wheel journaled on 
the shaft; a clutch for connecting the cog- 
wheel with the shaft; pinions for rotating the 
cog-wheel; means for driving the friction 
disk; means for. driving the pinions; and 
means for operating the clutch to connecttho 
cog-wheel with the dl^K-'^.haft when either of 
the pinions are opera*'^d. 

13. In a differential gear, the combination 
set forth of the divided shaft; an externally- 
toothed cog-wheel journaled upon one mem- 
ber of the divided shaft; the internally 
toothed cog-wheel secured to the-other mem- 
ber of such shaft and provided with an out- 
wardly - projecting ilange; the externally- 
toothed internal guar-wheel fixed upon the 
other member of tbcshaft;, the pinions mesh- 
ing with their: Loinal externally-toothed gear 
wheel and tlie internally-toothed gear-wheel 
and journaled upon the shafts secured to the 
outer externally-toothed gear-wheel; and an 

^annnlar flanged ring secured to the externally- 



loolhed ^cnrflncl enibraoini; the l1iinj>;eof the 
interually-tooUiod genr -wheel. 

14. In .1 motor-vehicle, the water coolin;; 
appftratus set foi-Mi fomprisiiig a tuuk; and 
inclinccl nir-tubes pjissiiii; through the taiilc, 
openinij tow.ird the front of the vehicle aii<i 
sloping upward toward the rear. ^ \ 

15. In a, motor- vehicle, Ih^ combination set 
fortli.of theshaftof the vehicle; the driven 
wheel secured thereto: tlie driviug-whcol ar 
ranged to drive the driven wheel; the fric- 
tion-disk arranged to operate the driving 
wheel; auxiliary driving mechanism arranged 
to he connected with and disconnected from 
the driving-wheel; and a friction-wheel ar- 
ranged nt right angles to the friction - disk 
and arranged to operate the auxiliary driving 
mechanism. 

16. in a motor-vohiolo, theconibination set 
■foj'th of the real' axle divided into two parts 
each being provided with asupporting-wheel 
rigidly fixed thereto; differential gear con- 
nucting the two parts of the axle with each 
olher; a pinion arranged to operate the gear; 
auxiliary driving mechanism arianged to be 
operated to drive the pinion; a friction-wheel 
arranged in a plane at right angles to the 
plane of the disk and to operate the auxiliary 
driving mechanism; and a driving friction 
wheel arranged to operate the driven friction 
wheel or the friction-disk. 

17. In a motor-vehicle, the combination set 
forth of the front axle provided with an arc 
rack; a worm-gear meshing with the arc rack; 
a shaft for operating the worm-gear; a fric- 
tion-wheel mounted upon the shaft; twofrie- 
Uon- wheels arranged to be swung to bring 
either of said wheels into engagement with 
the friction-wheel upot\.the shaft; and means 
for rotating the friction-wheels in opposite 
directions. 

tS. In a motor-vehicle, theconibination set 
forth of a motoi'; the engine-shaft; a worm- 
areac fixed upon the engine-shaft; the gear- 
wheel fixed upon the shaft and meshing with 
■the worm; the driving-wheel fixed upon the 
shaft; a frame jonrnaled upon the shaft; a 
driven wheel journaled in the Tiameand en- 
gaging with the driving-wheel; a second 
driven wheel journaled in the frame and en- 
gaging with the first driven wheel; steering 
mechanism; a friction-wheel for operating the 
steering mechanism; and means for throwing 
L'ither of the two driven friction-wheels into 
ongagomentwith the steering-mechanism fric- 
I ion-wheel. 

19. In a motor- vehicle, the combination set 
torth.of a motor; a worm-gear fixed npou the 
engine-shaft; a shaft -provided with a driv 
Jug-wheel; a gear-wheel fixed to the shaft ami 
^meshing with a worm-gear; & frame pivoted 

upon the shaft and carrying two oppositely- 
rotating friction- wheels; means connecting 
the friction-wheels witKthe driving-wheel to 
rotate the wheels in opposite directions; an 
arc rack fixed upon the frame; a shaft pro- 
vided with a crahk-arin; andanarc raekfixed 
to the shaft and meshing with the arc rack 
fixed upon the frame. 

20. In a niotor-yeh.icle, theconibination set 
|!orlh of the frame connecting the frOnt bol- 
stQTS with the hijtd axle; springs secured to- 
the frame; a vehicle-bed arranged above the 
frames brackets depending from, the vehicle- 
bed; and links connecting the lower end of 
the bracket with the top portion of the spring. 

21. In a motor-vehicle, the combination set 
forth of the divided axle; thediffereutial gear 
connecting the two pacts of the shaft with 
each other; the bearings journaliug the shaft; 
Ihosupportvng-beant arranged above the gear; 
the ties rigidly connecling the bearings with 
thesupporting-beain; the frame of the vehi- 
cle-bed ari-anged between the shuft and the 
beTim ; the springs secured npon tlieaxle; the' 
liiikssecuriugtho frame of thobcd to thetops 
of the springs; and a pinion jonrnaled upon 
theframeof the vehicle-bed and meshing with 
the differoutial gear upon the axle. 

626,a08. CHARLES ROE find HEN- 
RY ROE, Aston, and HORACE 
, KNIGHT, Coventry, England. Power- 
Transmitting Mechanism for Motor-Ve- 
hicles, tiktl Jan. 17, 18^9. Patented 
May ,30, iH'jy. Serial No. 702,45(1. (.No 
[Dodel.) 

This invenu.m has lor its object the pro- 
viding of varying speeds especially applica- 
ble for actuating the shafts of motor-cars and 
the like and also applicable for actuating the 
tjhafts of driven machinery of any kind where 
change of speed uf the driven shaft is re- 
quired. 

TJiis invention ha^ also for its object the 
providing of means for applying a brake 
and relieving tho driving-belt of driven ma- 
chinery 

1. The combiuaUon, with a frame, anu a 
Slidablb shaft journaled in the saidframeand 
provided -with « driving-key; of an iuternp' 



G£ARJNG 



loothed wheel and an exicrnjil toothed wheel 
arranged'ou opposite sides of the said key and 
engaging with it alternately, two driving- 
wheels supported in the said frame, one of 
the said driving-wheels being secured to one 
of the said toothed wheels, means for driving 
Ihe said driving-wiieoh altern.itely. a revo- 
luble toothed pinion carried by tlie other said 
driving-wheel and connecting the said inler 
nal and external toothed wheels, and stop 
mechanism carried by the said shaft and en 
gaging wilb the saicl toothed wlieels alter- 
nately, whereby the said shaft may bo driven 
at two speeds iu eacli direction, substantially 
as set f.OTth. 

2. The combination, with a driving-axle, 
and abi*ake-d rum secured thereon; of a frame 
pivoted on the said axle, anintermediafodriv- 
iug-sl»af t jou rnaled in the said frame aud oper- 
ativdly connected with the said axle, a driv- 
ing wiieel carriedby the said shaft and start- 
ed and stopped by oscillating the said frame, 
means for oscillating the said frame, and piv- 
oted brake mechanism operated by the said 
frame and bearing against the said brake- 
drum, substantially as set forth. 

II. In improved mechanism for actuating 
the shafts of motor-cars and other driven ma- 
chinery the sliding of the shaft o. by means 
of I ho lovers k, lever-handle h' and gear-wheels 
g and s' in conjunction with the connecting- 
rod r and lever q. 

4. In improved mechanism for actuating 
the shafts of motor-cars and other driven ma- 
chinery the utilization of stop-pins such as h 
and ?i', so actuated as to withdraw and re- 
lease one stop-pin and to engage the other 
stop-pin for the purpose of locking one gear- 
wheel from rotating and liberating the other 
wheel to thereby change the speed of the 
shaft. 

5. In iinuroved mechanism foe actuating 
tlie shafts of motor-ears and other driven ma- 
clujiery the utilization of the leve"* v for au- 
tomatically withdrawing the stop-pin h' from 
the wheel e for the purpose of reversing the' 
direction of rotation of the shaft ix in combi- 
nation with the block v.^ connected to the 
sliding cross-bar u. 

(J. In improved mechanism for actuating 
the shafts of motor-cars and other driven ma- 
chinery the utilization of the hollow pierced 
pinion / as a receptacle to contain a lubri- 
cant and to therebvluforicate the gear-wheelsr 

620,483. LEONARD BROWN, Otter- 

bein, Tnd. Steering-Gear. Filed Feb. 

Ifj, 1899. Patented June 6, 1899. Serial 

Nil. '■,05.002. (No model.) 

My invcutron relates to theimproveinentof 
^tuering-gears of that class which are adapted 
for changing the coarseof tlie forward wheels 
of a. running-gear, my invention being par- 
ticularly adapted for use in connection with 
the runriing-gear of portable engines. 

Tho objects of my invention are to provide 
a simple, veliabiti, and convenient mechanism 
whereby the course of the engine or other 
body with which my steering-gear is used maj 
bo readily and easily changed or controlled, 
to so construct the same as to admit of mak- 
ing a quick sharp turn of the forward wheels 
of a running-gear, and to produce other im- 
provements in details of construction and ar- 
rangement of parts, which will be more clearly 
pointed cut hereinafter. These objects I ac- 
complish in tlie maunef illustrated in llifiAC- 
companying drawings 

'I'hrough the uinged or fulcrumea connec- 
tion of the front bolster with the body of the 
engine or other object to be carried it will be 
seen that such slight tipping movement as the 
front trucks may ordinarily be subjected to 
by running over uneven surfaces may be at- 
tained without imparting said movemout to 
the engine or olher body supported tiieroby, 
theeonneetious between tho arms 8 and beams 
16 not being sufiiciontly rigid to contribute 
this slight movement to said body. 

From the construction and operation herein 
described it will bo seen that simple, reliable, 
and effective means are provided, whereby ~, 
turn cf the forward truck of a running-geai* 
may be readily effected in either direction by 
one movement of tho pawd-carryiug lever and 
whereby a decided movement in either direc- 
tion may bo readily accomplished through a 
backward -and-forward movement of said 
hand-lever. Itwill also be seen that the con- 
struction of my improved steering-gear is 
such as to admit of a cjiange in direction be- 
ing effected with sufllcient rapidity to admit 
of the turning of sharp corners and that the 
parts a\"o so constructed and Connected as to 
require but a compaviitivelysmaU amount of 
power to operate the same. 

1. luasteeriu^-gearj the combination with 
a forward running-gear bolster having cen- 
tral attaching-brackets and a jonrnaled con- 
nection therewith and wheel-spindles having 



577 



a swinging connection with said bolster Hnds-. 
of a fulcrnniod hand-lover 2-i, pawls carried 
on opposite sides thereof, a journaled and 
toothed wheel with which said pawls aic 
adapted to engage, and an operating-rod ec- 
centrically con nected with said toothed wheel 
and with said swinging spindles, substan- 
Liaily a.*^ specified. 

2. In a steering-gear, tho combination with 
afulcrumed lever24, spring-actuated pivoted 
j)awls car; led at opposi to pninta on said lover, 
a fuicruuifid pawl-controlling lever 27 on said 
lever 2-1 and a jointed connection between 
said pawls and lover 27, of a journaled wheel 
witli tho tooth of which said pawls are adapted 
to engage, an operating-rod eccentrically con- 
nected with said toothed wheel, a forward 
running-gear bolster aud wheel carry ingspiu- 
dles and connections between said spindles 
and said operating- rod whereby tho move- 
ment of the latter imparts a movemeut to said 
spindles, substantially as specified. 

626,736v HUGO STOMMEL, Plain- 
field. N. J. Motor- Vehicle. Filed July 
9, 1898. Patented June 13, 1899. Serial 
No. 685,479. (No model.) 
The objects of the invention ai^e to pi-oduco 
a motor vehicle or wagon applicable to ex- 
pressTwagona, buggies, or any 'other kind of 
vehicles and to dispense with tho use of 
horses and causing the vehicles to be driven 
by engines of any suitable kind; also, to sim- 
plify the construction of such wagons as well 
as- their operation and manipulation; also, to 
greatly reduce their cost in construotion, and, 
finally, to produce a vehicle that is equally 
adant.able to business and pleasure purposes. 

1. In motor-vehicles, the differential gear 
described, consisting of bevel-pinions pro- 
vided with hollow drums containing pivoted 
arms, actuated by rods having bulbs, forforc- 
ing the arips and Iho spring against the inte- 
rior of said drums, and the rods moved lon- 
gitudinally by a nut and scrow,receivingmo- 
tion by gearing and a vertical shaft with hand- 
wheel, arranged at the front of the vehicle, 
as specified. 

2. In motnr-vehicles,the combination of the 
I>inions h, i, ICy and bevel-wheels I, m, ?i, with 
the nut E, screw F, and its actuating mech- 
anism, with the pinion k' arranged for re- 
versing the vehicle in the manner shown and 
herein set forth. 

3. In motor-vehicles, the pinions h, i, h, k\ 
provided with hollow drums on their backs, 
3ontainiiigpivoted levers cP,actuating spring- 
rings c, by the flat rods e\ having bulbs for 
forcing them apart, when actuated by the 
screw F and nut E, operated by the hand- 
wheel and gearing as shown and set forth. 

4. In motor- vehicles the fifth-wheel having , 
internal gear-teeth, with frhioh the pinion Q 
meshes, with the axle q, having pinion fj;' 
meshing with wheel q'\ secured to the hollow 
shaft G, having the hand-wheel G', provided 
with a notch for tho lever s, pivoted to the 
collar r, that is secured to the shaft I, in the 
manner set forth. 

5. In motor-vehicles, the combination of 
the differential bevel pinions and wheels 
meshing therewith, supported in a double- 
aimed bracket and actuated by a nut and 
ncrew, operated by the mechanism aud gear- 
ing hereinshownand in themannersetforth. 

6. The combination of the differential pin- 
ions and wheels meshing together and their 
actuating mechanism, with the sprocket- 
wheels R and d and sprocket- chain rf', the 
luiter-wheels 6 and a, operating the front axle 
i\I, all arranged as shown and herein specified. 

7. The motor-vehicle heroic described con- 
sisting of a frame A, supported on wlieels and 
axles, and having a gas-engine, in combina- 
tion with the fifth-wheel and its actuating- 
gearing, the differential bevel-gearing, the 
compensating gear and tho shafts ? I and G 
with their nand-wheels, allarranged as shown 
and soecified. 

626,967. WILLIAM COOK, Philadel- 
phia, Pa. Transnnlssion-Gear for Mo- 
tor-Vehicles. Filed Mar. 7, 1899. Pat- 
ented June 13, 1899. Serial No. 708,062. 
(No model.) 

My invention consiis'ts of a novel gear for 
transmitting the power of a motor to the 
wheels of a vehicle and admitting of either 
wheel tohave motion independent of the other 
when the vehicle is turning a corner or mak- 
ing a curve, when either wheel may slip and 
move at a velocity to suit the radius of the 
circle it describes without being controlled or 
j'cstraiued by the other wheel- 

X. in a trausmision device for the purpose 
stated, a hollow shaft formed in- sections, an 
axle in said sections to one of which latter 
said axle is fixed, the other section being loose 
on the axle, vehiele-wheela respectively on 
-;n,id axle and the loose section, jjears on said. 



578 

sections, a pinion meshing with aaitl gears, a 
notatftble carrier for said pinion, asleove con- 
nected with said carrier nii'l freely encircling' 
the adjacent section of the hollow shaft, a 
ratchet member on said sleeve, a pawl mem- 
ber adapted to engage said ratchet member, 
an arm freely raoanted on said sleeve and 
supporting said pawl member, and mechan- 
ism connected with said support and the mo- 
tor for oscillating said arm. 

2. laa transmission device for the purpose 
stated, a hollow shaft formed in sections, an 
p.xle in said sections, to one of which latter 
said axle is fixed, the other section being loose 
on said axle, vehicle-wheels respectively on 
said axle and the loose section, geai-s on said 
sections, a pinion meshing with said gears, a 
rotntable carrier for said pinion, the same 
freely encircling the adjacent section of the 
hollow shaft, a reversely-toothed ratchetcon- 
nectedwith said carrier, a double-ended pawl 
adapted to engage said ratchet, a support for 
said pawl, means for shifting said pawl, and 
mechanism connected with said snpport and 
the motor employed for reciprocating said 
support. 

3. In a vehicle -motor, a divided shaft, 
wheels on the sections of said shaft, gears on 
said 6ection3,a pinion meshing with said gears, 
a carrier for said pinion, means controlled by 
ft motor for rotating said car/ier, and a slip- 
joint; connecting said carrier with an adjacent 
member of said means. 

4. In a vehicle-motor, a reversely-toothed 
ratchet connected with mechanism of a sec- 
tional wheel-shaft, a double-ended pawl adapt- 
ed to engage said ratchet, an arm carrying 
said pawl, means controlled by a motor for 
operating said arm, a spring attached to the 
abaft of said pawl and an operating-lever se- 
cured to said spring. 

5. In av6hicle-motor,araotorhavingmGch- 
anism for transmitting the power of the same 
to a wheel-axle of said vehicle, arms respoc 
lively loaseand fixed on an intermediate shaft 
of said mechanism, and springs adapted t( 
connect the loose arm with the fixed arm. 

6. Inavehiole-motor, a motor having mech- 
anism for transmitting the power of the same 
to a wheel-axle of said vehicle, arms respec- 
tively loose and fix^idonauinterraediateshaft 
of said mechanism, a spring adapted to con- 
nect the loose arm with the fixed arm, and 
.means foradjusting the tension of said spring. 

628,996. JOHN W. HALL, London 
England. Power Transmission Appa- 
ratus. Filed June 21, 1897. Patented 
June 13, 1899. Serial No. 641,687. (No 
model.) 

According to tins invention, which 13 ad 
vantageooa for use with autocars and othei 
similar vehicles, as well asln'numerons other 
applications, there is interposed between the 
prime mover and the road -wheel or other 
driven device a mechanism adapted in part 
to operate on and in part to be operated by a 
suitable flnid — sayoilor water— which is cir- 
culated through it. In the description which 
follows the mechanism isdescHbed, by wayof 
example, as applied to driving an autocar. 
The said mechanism, together with theliqnid, 
transmits the whole of the power of the pri me 
'mover to the road-wheels; but'it is so con- 
structed that while one part of it always runs 
at the same speed (one which has a constant 
mtioto that of the prira^ mover to which it 
is connected) the other part connected with 
the road-wheels ordriven devicecan be made 
to ran at any desired speed between nil and 
a maximum at will. Consequently the ap- 
paratus can be used to control the speed of 
the vehicle independently of that of the prime 
mover and also, if desired, the direction of 
rotation otfehe driveu part. 

ITeliminarily it will be stated that this id- 
veution contemplates the use of a fluid-pres- 
sure-creating device having relatively mov- 
able members between which the pressure is 
created and both of which members are ca- 
pable of angular hiovenient). The driving 
power or prime mover is applied to one mem- 
ber and the driven part connected with the 
other member. Bearing this in mind, it will 
be at once understood that the movement of 
the prime moverniay be communicated to the 
driven part without variation if the tVo mem- 
bers of the pressure-creating device Are hole* 
rn fixed relation to each other, as by a body of 
practically incompressible liquid confined be- 
tween them, and, on the other hand, if the liq-. 
nid is not confined then the movement of on^ 
01 cne lueiiioors 01 tne pressure-creating de- 
vice, that connected with the prime mover, 
will not exert an appreciable torque on the 
other or second member. Consequently this 
second member may remain at rest. Now in 
order to impart to said second member a 
torque variable with respect to the power and 
speed of the prime mover, whereby the angu- 
lar movement uf the second member may 



GEARING. 



■ range fi;pm ngthing under Iho conditions last 
■Stated up to a maximum and with a power 
inversely proportioned to the speed, a raBch- 
anism is employed which mayaptly be termed 
a "power and .speed adjuster." The power 
and speed adjuster modifles the action of tlie 
liquid on the second ordriven member of the 
pressure-creating device, whereby a complete 
movement or cycle of the first meniber may 
cause a cocxi.cn.sive angular movement, rota- 
tion, or cycle of the driveirpart' or second 
member or a differential angular movement 
of the driven part or second member, as the 
•3aso may be, and when, as in the embodiment 
to be now described, a differential movement 
of less speed may be attained the action of 
the liquid on the second member is prolonged, 
as is the utilization of the discharge from the 
driving member, during a relatively-greater 
movement of the latter to produce a lesser 
movement of the driven member, whereby 
the torque imparted to the second member 
will, while of greater moment, he correspond- 
ingly slower in time. 

1. Ina powftr-trauajoittiugaevice, Die com- 
bination with a driving member and a driven 
member, of a pressure-creating device, such 
lus a pump, having ouo of its elements con- 
nected with tlie driven member and its co- 
operating element connected with the driv- 
ing member, and an adjusteractuated by the 

pressure-creating device or pnmp and con- 
trolling the movement of the driven member, 
with means for varying the relative capaci- 
ties of the pressure-creating device or pump 
and the adjuster. 

3. Ina power-transmitting mechanism, the 
combination with a driving member and a 
driven member, of a fluid-pressure-creating 
device, such asapump, one elementof which 
is operatively connecteil with the driving 
meraberandthecooperative element of which 
is movable and connected with the driven 
member, and a fluid-pressure adjuster, the 
parts of which are relatively adjustable to 
vary its mechanical advantage and possess- 
ing an element operatively connected to and 
movable in unison with the said codperating 
element of the pressure -creating device, 
wlierebyaglven torque set np by the driving 
member can be transformed into torque of 
different values exerted upon the driven 
member by the joiut action of the pressure- 
creating device and" adjuster and the body of 
working fluid within them; substantially as 
described. 

3. Ina power-trausmitiingniechanism, the 
combination withadrivingand adriven mem- 
ber, of a fluid-pressure-creatiug device, such 
as a pnmp, one element of which is opera- 
tively (Connected with the. driving member 
and the other element of which is movable 
and connected with the driven member, a 
fluid-pressure adjuster, the parts of which 
are relatively adjustable to vary its action 
and possessing an element operatively con- 
nected to andsmovable iii unison with the 
said cooperating element of the fluid-pres- 
sure-ereating device and a by-pass for open- 
ing communication between the discharge of 
the pressure-cieating device or pump and thq 
suction-chamber thereof; substantially as de- 
scribed. 

4. In a power-transmitting mechanism, the 
combination with the driven member and the 
driving member, of a fluid-pressnre-ereatinp'i 
device, such as a pump, one elementof which 
is operatively connected with the driving 
member and thecooperalingelementof which 
is movable and connected with the driven 
member, a fluTd-pressure adjuster, the parts 
of which are relatively' adjustable tovaryits 
action, and possessing an eleraentoperatively 
jjonnected to and movable in unison with the 
feaid cooperating element' of the pump, a by^ 
pass for opening communication between the 
pump-discharge and pump-snction chamber, 
and means operatively connected with the ad- 
justable member of the adjuster for control- 
ling the by-pass. 

6. in a power-transmitting mechanism, the 
combination with a driving member and a 
driven member, of a fiuid-pressure-creating 
device, such as a pump, one element of which 
is operativelj'^ connected with the driving 
memberand the cooperating elementof which 
is movable and connected with the driven 
member, a fluid-pressure adjuster having two 

cooperating elements one of its elements be- 
ing connected with the driven member, arela- 
tively-fixed but adjustable crank-shaft, with 
which the other element of the adjuster is op- 
eratively connected and a duct or ducts con- 
necting the pnmp and adjuster; substantially 
as described. 

6. In a power-transmitting mechanism, the 
combination with a driving member ancl a 
driveu member, of a fiuid-pressure-crealing 
device, such as a pnmp, one element of which 
is operatively connected to thedriviug mem- 
ber and the cooperating element of whio.h is 



movable and connected with the driven mem- 
ber, a fluid-pressure adju.ster having two f;o- 
operating elements one of its elements being 
connected with the driven member, a rela- 
tively-fixed but adjustably-movable crank- 
shaft with which the other element of Ihea-l- 
juster is operatively connected, a duct ex- 
tending fi'oin the pump to the adjuster and a 
by-pass between llio punip-dischargcand the 
pump-suction (-liauiber for diverting dis- 
charge (luid from l.ho pump away from the 
adjuster ami into tlio suction-chamber; sub- 
.stantlally as dcsnribod. 

7. In a power-transmitting mechanism, the 
combinalion witli a driving incmber and a 
di-iven m*-mhf;r, of a fluid-prcssurc-crcating 
device such as a pump, one f-U^ment of wliicli 
is operatively coniicfrtotl wiili the driving 
memberand thecouperating member of which 
is movable and connected with the driven 
member, a fluid-pressure adjuster having two 
cooperating elements, one 01 its elements be- 
ingconnected with the driven member,a rela- 
tively-fixed but adjnstably-mo.-able crank- 
shaft with which the other element of the ad- 
juster is operatively connected, a duct ex- 
tending-from the pump to the adjuster, a by- 
pass between the punip-disehaige and the 
pump -suction chamber and a controlling- 
valvie fpr 8aidl>y-pass, whereby the discharge 
from the pump ,may bo diverted in variable 
proportion .through the adjuster and into the 
suction-chambers; substantially as described. 

8. Id a power- transmitting mechanism, the 
copibination with a driving member and a 
drrvoB member, of a ftuid-pressure-ereating 
device, such as a pnmp,oneelemeutof which 
is operatively connected with the driving 
memberand the cooperatingelementof which 
is movable and connected with the driven 
member, a fluid-pressure adjnsterhavingone 
of its elements connected with the driven 
member, a cooperating element of the ad- 
jnster,ardlatively-fixedbutadjustable crank- 
shaft, with which the said cooperating ele- 
mentof the adjuster is operatively connected, 
a dact extending from the pump to_the ad- 
juster a by-pass affording communication be- 
tween the pump-disehargeand pump-suction 
chamber, a by-pass valve and an operative 
connection between the adjustable crank- 
shaft and valve to correlate the adjustments 
of the two.wherebythe discharge flnid of the 
pnmp may be diverted in variable propor- 
tions through the adjuster and into the suc- 
tion-chamber; substantially as described. 

9. In a power-transmitting mechanism, the 
combination of a pump- piston, a cylinder 
therefor, adjnater-cylinder and piston there- 
for, a shell having a conduit connecting the 
cylinders and rotating around a.given axis, a 
flnid-power-transmilting agent in said cylia- 
ders and conduit whereby the driving-piston 
drives the liquid and by liquid-pressure ex- 
erts force against the shell to turn it, the 
traverse of one of said pistons being adjust- 
able to vary the movemeotof the liquid; sub- 
stantially as"described. 

lO.-Iu a powep-transmitting mechanism, 
the combination of a plurality of companion 
driving-pistons and a separate cylinder for 
each, all connected to rotate in unison, a plu- 
rality' of separate adjuster-cylinders rotating 
in unison with the pump-cylindei-s, a piston 
for each, and conduits extending from the 
driving-cylindera to the adjuster-cylinders; 
substantially as described. 

11. In a power- transmitting mechanism, 
ihe combination of a plurality of companion 
Iriving-pistons and a separate cylinder for 
each, all connected to rotate in unison, a plu- 
rality of separate adjuster-cylinders rotating 
in unison with the pump-cylinders, a piston 
foreach,conduitsextending from the driving- 
cylinders to the adjuster-cylinders, andadis- 
tribution- valve for each adjuster-cylinder; 
substantially as described. 

12^ In a power-transmitting mechanism, in 
-vhich thepower-transmittingagentisafluid, 
the combination withaseriesof reciprocatory 
driving-pistons and cylinders therefor and a 
series of reciprocatory adjuster-pistons and 
cylinders therefor, of a single rotary shell in- 
tegral with and connecting all of said cylin- 
ders, and havingducta connecting said cylin- 
ders; substantially as described. 

13. In a power-transmitting mechanism in 
which the power-transmitting agent is a flnid, 
the combination with the reciprocatory driv- 
ing-piston and a reciprocatory ad juste i^pigton 
and cylinders for said pistons, of a single ro- 
tary shell integral with and counecting the 
cylinders of aaid pistons, dncts in said shell 
for the passage of the fluid between said iris- 
tons and a distribution-valve for controlling 
^he passage of flnid through the adjuster cyl- 

nders; substantially as described. 

14. In a power-transm itting apparatus, the 
ombination with a rotary driving member, a 
otary driven member and a pump operated 

by the rotarydrivingmember, of an adjuster 
i^mmnnicating with the pump and having- 



GEARING. 



579 



one of its elements connectecl with the diivon 
inember, an adjustable cranU - slinft with 
which the eooper.it inji; element of the ad- 
juster is conuected, a valve controlling the 
passage of fluid from the pump to the ad- 
jnster,an eccentric controlling the operation 
of said valve, and a connection between the 

said crank-shaft and eccentric, whereby the 
lead of the valve is maintained ; substantially 
as described. 

Ip. In a power-transmitting mechanism, 
the combjnatiou with a crank driving-shaftj 
a floating gear interposed between the driv- 
ing-shaft and the prime mover for varying 
the effective throw of the crank without in- 
terfering with its rotation, a driven niembei 
and a relatively-fixed crank-shaft, of a pump 
and a power and speed adjuster, one of the 
elements oftlie pump and adjuster being con- 
nected together and with the driven member, 
the cooperating element of the adjuster being 
connected with the relatively-fixed crank and 
the cooperating element of the pump being 
connected with the adjustable crank of the 
diiving-sbaft; substantially as described. 

10. Inapower-transraitting apparatus, the 
combination with a primar}' driving-shaft, 
and a seeondp.ry driving-shaft, A^, having a 
crank thereon, the gear-wheels A^, A"' inter- 
posed between and operatively connected to 
theprimaryand secondary driving-shafts and 
an intermediate floating gearing connecting 
the wheels A^, A^°, whereby the normal mo- 
tion of the wheel, A^ is reproduced by the 
wheftl A'" but by the relative movement of 
the floating gearing, the relative adjustment 
of angular position of the wheels A*, A***, and 
the throw of the crank may be varied, and 
means for controlling the floating gearing. 

17. In a power-transmitting apparatus, th( 
combination of a driving-shaft, a crank-shaf * 
ecci-ntrically mounted thereon with gear 
wheels operatively connected with said driv- 
ing-shaft and crank-shaft and a floating geai 
connecting .said gear-wheels, comprising an 
intermediate gear, a divided support cc', and 
adjusting apparatus f?, d\ for varying the 
angular adjustment of the gear-wheels con- 
nected with the driving-shaf t and crank-shaft 
whereby the throw of '^he crank may be varied. 
IS. In a power-transmitting apparatus, the 
combination with a cranked driving-sha't,"a 
driven member and a lelatively-fixed crank- 
shaft, of a rotary casing having pump and ad- 
juster cylinders therein and connected with 
the driven member, of a circulating system 
including the pump, adjuster-cylinders and 
center of the casing, pnmp and adjuster pis- 
tQns connected respectively with the rela- 
tively-fixed and driving cranks, whereby the 
working packed joints for retaining the fluid 
within the casing are not subjected to pres- 
sure. 

iO. In a power-transmitting apparatus, the 
combination with the driving and driven mem- 
bers arranged to rotate in axial aliiiemcnt, a 
rotary easing connected with one of said mem- 
bers ahd arranged to rotate in a coincident 
axial line with packings far preventing the 
escApe of fluid at the working joiiit,s, of a 
pump arranged in said casing adapteil to draw 
its supply from the center thereof, a power 
and speed adjuster arranged within said cas- 
ing and in communication with the pump, 
the delivery from said adjuster being to the 
center of the casing whereby the pressure on 
the packed joints is relieved. 

20. In ;i power-transmitting apparatus, the 
combiiiiitioirwith a driviog membet", a pump 
operate.liliereby.apowerandspeed adjuster, 
and an adjiistaUo crank with which one of 
the clenienlsof the adjuster is connected, of 
a system ol ducLs connecting the pump and 
adjustei, a valve for relieving pressure in the 
a«l just ('rand an operating meeh&nism for said 
vaivo controlled by the movement of the said 
cianW, whereby the production of a bursting 
pfeu-.(uio iu ihe adjuster by the adjustment 
of the crank is prevented by the opening of 
iho vftlvci substantially as described. 

21 In a power-transmitting apparatus, a 
driving member, a driven member, a pnmp 
>ind a iK)Wur and speed adjuster, having one 
of thoir olemeuta connected for unitary mo- 
tion and alsoeonnected with the driven mem- 
ber, a couueotion between the cooperating 
oloments of the pump and driving member 
and Hn adjustable crank with which the co- 
oi)Oiatiug element of the adjuster is connect- 
ed, of rt valve for diverting the fluid passing 
from the pnmp to the adjuster aod an oper- 
ating n\eclian ism for said valve coniruUcd by 
the movement of the adjustable cranfe; sub- 
Btaotially as described. 

22. In a power-transmitting jippf.rauis, the 
combination with a driving member, a driven 
member, ftnd a pump and power and speed 
ftdjusterconneetedfor unitaiymovcuieutand 
connected with thedriven metnber, the coijp- 
eruiing element of the pnmp being connected 
with the driving member, and an adjustable 



crank-shaft with whicli the cooperatinf,' ele 
nt.ent of the adjuster is connected, of a valvt 
for divertiiig part of the fluid passing from 
the pump to the adjuster into or out of the 
chamber whence the pump draws its supply, 
and an operating-rod fpr said valve passing 
through the said adjustable crank; substan- 
tially as described. 

23. In a power-transmitting apparat us, the 
combination with a driving member, a driven 
member and a casing, all arranged in coinci- 
dent axial alinement, a punv-^ and a power and 
speed adjuster in said cosiag, a connection 
betweenoneofthepnmpelementsand driving 
member, an adjustable crank and a conuec- 
bion between oneof the ndjuster elements and 
idjustable crank, of a valve controlling the 
passageof fluid from the pump to theadjuster, 
m eccentric for operating said valve and a 
connection between said ecoentricandtbesaid 
adjuster-crank; substantially as described. 

24. In a power-transmitting apparatus, the 
combination withadriving member, adriven 
member and a casing, all arranged in coinci- 
dent axial alinement, a pump and a power and 
speed adjuster in said casing, a connection 
between one of the pump elements and driv- 
ing member, an adjustable crank and a con- 
nection between one of the adjuster elements 
and adjustable craqk. of a valve controUing 
safa ci*ank-shaft and eccentric, whereby the 
lead of the valve is maintained ; substanti.illy 
as described. 

15. .In a power-transmitling mechanism, 
'.he combination with a crank driving-shaft, 
I floating gear interposed between the driv- 
ing-shaft and the prime mover for varying 
the effective throw of the crank without in- 
terfering with its rotation, a driven ttiember 
and a relatively-fixed crank-shaft, of a pump 
and a power and speed adjuster, one of the 
elements of the pump and adjuster being con- 
nected together and with the driven member, 
the cooperating element of theadjuster being 
connected with the relatively-fixed crank and 
the cooperating element of the pump being 
connected with the adjustable crank of the 
driving-shaft; substantially as described. 

IG. In a power-transmitting apparatus, the 
combination with a primary driving-shaft, 
and a secondary driving-shaft, A^ having a 
crank thereon, the gear-wheels A^ A'*' inter- 
posed between and operatively connected to 
the prlraarv and secondary driving-shafts and 
an intermediate floating gearing connecting 
the wheels A". A'°, whe.-eby the normal mo- 
tion of the wheel, A" is reproduced'by the 
wheel A'" but by the relative movement of 
the floating gearing, *he relative adjustment 
of angular position of the wheels A^ A^", and 
the throw of the crank may be varied, and 
means for controlling the floating gearing. 

17. In a power-transmitting apparatus, the 
combination of a driving-shaft, a crank-shaft 
eccentrically mounted, thereon with gear 
wheels operatively connected with said driv- 
ing-shaft and crank-shaft and a floating gear 
nonuecting said gear-wheels, comprising an 
intermediate gear, a divided support c c', and 
Ad'justing apparatus (^ d'-, ior varying the 
angular adjustment of the gear-whyels con- 
nected with the driving-shaft and crank-shaft 
whereby the throw of the crank maybe varied. 

18. In a power-transmitting apparatus, the 
combination with a cranked driving-shaft, a 
driven member and a relatively-fixed crank- 
shaft, of a rotary casing having pump and ad- 
juster cylinders therein and connected with 
the driven member, of a circulating system 
including the pump, adjuster-cylinders and 
center of the casing, pump and adjuster pis- 
tons connected respectively with the rela- 
t.ivel3^-fixed aiid driving cranks, whereby the 
working packed joints for retaining the fluid 
within the casing are not subjected to pres- 
sure. 

10 In a power-lransmilting apparatus, the 
combination with thedriviuganddriven mem 
bera arranged to rotate in axial alinement, g 
rotary casing connected with one of said mem- 
bers and arranged to rotate in a coinciden' 
axial line with packings for preventing th. 
escape of fluid at the working joints, of a 
pump anan'ged in said casingadapted to draw 
its supply from the center thereof, a power 
and speed adjuster arranged within said cas- 
ing and in communication with the pomp, 
the delivery from said adjuster being to tne 
center of the casing whereby the pressure on 
the packed joints is relieved. 

20. In a power transmitting apparatus, the 
combination with a driving member, a pump 
operated thereby, a power and speed adjuster, 
and an adjustable crank with which one of 
the elements of the adjuster is connected, of 
a system of duets connecting the pump and 
adjuster, a valve for relieving pressure in the 
adjuster and an operaiing mechanism for said 
Valve controlled by the movement of the said 
crank, whereby the production of a bursting 
>ressure in the adjuster by the adjustment 



uf the crank is prevented by the opening ut 
the valve; substantially as described. 

21. In .1 power-transmitling apparatus, a 
driving member, a driven mqmbor, a pnmp 
and a power and speed adjuster, having one 
of tiieii elements connected for unitary mo- 
tion andalsoconnected with thedriven mem- 
ber, a connection between the cooperating 
elements of the pump and driving member 
and an adjustable crank with which the co- 
operating element of the adjuster is connect- 
ed, of a valve for diverliog the fluid passing 
from the pump to the adjuster and an oper- 
ating mechanism for said valve controlled by 
the movement of the adjustable crank; sab- 
stantially as described. 

22. In a power-transmitting apparatus, the 
combination with a driving member, a driven 
member, and a pump and power and speed 
adjusterconnected for unitary movementand 
connected with the driven member, the co<ip- 
erating element of the pump being connected 
with the driving member, and an adjustable 
crank-shaft with which the cooperating ele- 
ment of the adjuster is connected, of a valve 
for diverting part of the fluid passing from 
the pump to the adjuster into or out of the 
chamber whence ihe pumpdraws its supply, 
and an operating rod for said valve passing 
through the said adjustable crank; substan- 
tially as described. 

23. In apower-transmittingapparalus, the 
combination with a driving member, adriven 
member and a casing, all arranged in coinci- 
dent axial alinement, apump and a power and 
speed adjuster in said casing, a connection 
between oiieoflhepnmpelementsaud driving 
member, an adjustable crank and a connec- 
tion between one of the adjuster elements and 
adjustable crank, of a valve oentroUing the 
passageof flu id from the pump to the adjuster, 
in eccentric for operating said valve and a 
lionneotion between said eccentric and thesaid 
adjuster-crank; substantially as described. 

24. In a power-transmitting apparatus, the 
combination withadriving m6l>kber, a driven 
member and a casing, all arranged iu coinci- 
dent axial alinemert, a pump and a power and 
speed adjuster in said casing, a connection, 
between one of the pnmp elements and driv- 
ing member, an adjustable crank and a con- 
nection between one of the adjuster elements 
and adjustable crank, of a valve controlling 

adjuster is operatively connected, discharge- 
ducts extending from the pnmp to the a<ljuster 
andcomprising abj'-passductaffording com- 
munication between the pump-discharge and 
the pump-suction chamber, a by-pass valve 
controlling the duct to divert the discharge 
fluid of the pump in variable proportions 
through theadjuster and into the suction- 
chamber through tho.se ducts, a valve-operat- 
ing rod N extending to the exterior of the cas- 
ing through the adjustable crank-shaft, a 
ring, a slidei- O on which the ring can turn 
constituting an operative connection between 
the by-pass valve and the rod N, a lever con- 
nected with IherodN, adisk with a spiral in- 
cline J^ upon it to operate the lover and means 
for maintaining said lever in its operative 
relation to the spiral incline; .substantially as 
described. 

32. In a power- transmittiug mechanism, the 
combination with a driving and a driven mem- 
ber, of a Huid-pressure-creating device, such 
asa pump, one element of which is operatively 
connected with the driving member aud a 
cooperating element of which is movable and 
connected with the driven member, a flnid- 
pressure power and speed adjuster having one 
of itselementsconnected with thedriven mem- 
ber, a cooperating element of the adjuster, a 
relalively-fixedbutadjustableadjustercrank- 
shaftwith which said cooperating element of 
the adjuster is operatively connected, dis- 
charge-ducts extending from the pump to the 
adjuster and comprising a bypass duct af- 
fording communication between the pump 
discharge and the pump-suction chamber, a 
by-pass valve to divert the discharge fluid 
of the pump in variable proportions through 
the adjuster and into the suction-chamber 
through said ducts, a valve-operating rod N 
extending to the exterior of the casing thr-ough 
the adjustable crank-shaft, a ring, a slider O 
on which the ring can turu constit uting an 
operative connection between the by -pass 
valve and the rod j?J, a lever connected with 
the rod N. a loaded pressure producing de- 
vice which acts upon that levei-, ft disk with a 
spiral incline J'" upon it tooperate the lever, 
and means for maintaining said lever in its 
operative relation to the spiral incline; sub- 
stantially as described. 

33. Iu a power-transmitting mechanism, the 
combination with a driving and adriven mem- 
ber, of a flnid-pressure-creating device, such 
as a pumn, one Momentof which is operatively 
connected ^'iiIl\ the driviiig member and a 
cooperating el»^iiienl of which is movable and 
connected ivith the driven member, a fluid - 



580 



GEARfNG. 



p.rcssurftpoweiamlspectl adjusterhavinLTonc 
of its olejiijeutsconuectod with thedriven mem- 
ber, ;i cofiperating element of the adjuster, a 
relativeli'-fised but adjustiible crank-shaft 
witli whi<ih that cooperatinjj element of the 
adjuster isconuected, a valve controlling the 
distribution of motive flaid through the ad- 
justor-cylinder, an eccentric controlling the 
>peration of said valve* a pivot-piu on which 

the eccentric is rotatable, and a connection 
between the adjuster ci'ank-shaft and the 
eccentric whereby the angu lar advance of the 
eccentric is maintained constant in relation 
to the virtual crank of the adjuster; substan- 
tially as described. 

34. In a power-transmitting mechanism, the 
combination with 'adrivLngandadriven mem- 
ber, of a fluid-pressure-ereating device, Bach 
as a pump, one element of which is operati vely 
connected with the driving member and the 
coOperatingelementof which is movableand 
connected with the driven member, a fluid- 
pressure power and speed adjuster having 
one of its elements connected with the driven 
member, a cooper.iting element of the ad- 
justor,a relatively-fixed but adjustable crank- 
shaft with which that cooperating element of 
the adjuster is connected, a discharge-duct 
extending from the pump to the adjuster, a 
by-pass valve controlling a by-pass from that 
discharge-duct, and a chamber in which the 
working fluid is subjected to the thrust by 
which the mechanism isoperated constituted 
by the opposed parts of the cooperating ele- 
ments of the pump and of the adjuster, the 
discharge-ductandtheby-pass valve whereby 
the portion of working fiuid which at any mo- 
ment actually transmits the working thrust 
is prevented from having access to stufling- 
boxes opening on the exterior of the appara- 

.tus and therefore from exerting working pres- 
sure thereon and producing leakage. 

35. In a variable power-transmitting mech- 
anism, the combination with a driving and a 
driven member, of a fluid-pressure-creating 
device, such as a pump, one element of which 
is operatively connected with the driving 
raember,and the cooperatingeleiijont of which 
is movable and contiectcd willi the driven 
member, a fluid-pressure povrer and speed ad 
juster having one of its elements connected 
with the driven member, a cooperating ele 
mentof the adjuster, a relatively-fixed bui 
adjustable crank-shaft with which that coop- 
erating element of the adjuster is connected, 
a valve controlling the distribution of motive 
fluid toan adjuster-cylinder, aneccentric con- 
trolling the operation of said valve, a pivot- 
pin on which the eccentric is rotatable, a 
hypocycloidal gear constituting an operative 
connection between the adjuster crank-shaft 
and the eccentric, whereby the angular ad- 
vance of the eccentric is maintained constant 
in relation to the "virtual crank" of the ad- 
juster; substantially as described. 

36. In a power-transmitting mechanism, the 
combination with a drivingandadriveu mem- 
ber, of a fluid-pressure-creating device, such 
as a pump, the parts of which are relatively 
adjustable to vary its mechanical advantage, 
and a floating gear connecting one element 
of the pnmp with the driving member and 
comprising a gear-wheel connected with that 
element and another connected with the driv- 
ing member-, a two-part rotatable support c, c\ 
an intermediate gear-train A' A^ A'*, carried 
partly on each division of thesupiiort, adjust- 
ing apparatus for varying the angular adjust- 
ment of the support divisions and said ele- 
ment and driving member in relation to each 
otherand tothe member A^of the train; sub- 
stantially as described. 

37. In a power-transmitting mechanism, the 
combination with a driving and a driven mem- 
ber, of a flnid-pressure-creating device, such 
as a pump, one element of the pump opera- 
lively connected with the driving member, a 
cooperating element of the pump rotatable 
and connected with the driven member, n 
fluid-pressure powerand speed adjuster, hav 
ing one of ns elements connected with the 
driven jaember, acooperating elementof iJie 
adjuster, a relatively- fixed but adjustable 
erank-shaft with which that cooperating ele- 
mentof the ad juster is operali vely connected, 
discharge-duels extending from the pump to 
the adjuster and comprising a by-pass duct 
affording communication between the pump- 
discharge and the pump -suction chamber, 
a valve to divert Ihe discharge fluid of the 
pump in variabli' propoi-tions through the ad- 
juster and into Ihe smctiou -chamber, through 
those ducts, a ring, a slider O on which the 
ring can turn, constituting an operative con- 
nection between t lie by-pass valve and a valve- 
operating rod N extending to the exterior of 
the casing through the adjustable crank with 
which also it is opemtlvely connected, a lever 
connected with the valve-operating rod N, a 
disk with a siJtral incline J* upon it to oper- 
ate the lever, niid means for maintaining said 



leverin itsopcralive i-p)aliou Inthespirai in- 
cline, a \ alve controlling Iho distribution of 
the motive fluid for an adjuster-cylinder, an 
eccentric controlling the operation of said 
valve, a pivot-pin upon which the eccentric 
is rotatable, and a connection bef»ween the ad- 
juster crank-shaft and that eccentric, where- 
by the angular advance of the eccentric i? 
maintained constant in relation totheadjust 
able "virtual-crank" arfti -of the adjuster 
substantially as described. 

38. In apower-transniitting mechanism, the 
combination with adrivingandadriven mem- 
ber, of a fluid-pressure-creating device such 
as a pump the parts of which are relatively 
adjustable to vary its mechanical advantage, 
a floating gear connecting one element of the 
pump with the driving member and compris- 
ing a gear-wheelconneeted with that element 
and another connected with that member, a 
two-part rotatable support c c', aa intermedi- 
ate gear-train A^ A^ A', can-ied partly on each 
division of the support, adjusting apparatus 
for varying the angular adjustment of the 
support divisions and said element and mem- 
ber in relation to each other and to the mem- 
ber A* of the train, the cooperating element 
of the pump rotatable and connected with 
the driven member, a fluid-pressure power 
and speed adjuster having oneof its elements 
connected with the driven member, a coop- 
erating element of the adjuster, a relatively- 
fixed but adjustable crank-shaft with wbich 
that cooperating element of the adjuster is 
operatively connected, discharge^ducts ex- 
tending from the pump to the adjuster and 
comprising a by -pass duct affording coni- 
municaliou between the pump-discharge and 
the pump-suction chamber, a valve to divert 
the discharge fluid of the pump in varial)lo 
proportions through the adjuster and into the 
suction-chamber through those ducts, a ring, 
a slider O on which the ring can turn consti- 
tuting an operative connection between the 
by-pass valve and a valve-operating rod N ex- 
tending to the exterior of the casing through 
the adjustablecrank wiCn which also H is op- 
eratively connected, a lever connected with 
ihe valve-operating rod N,adisk with aspiral 
incline .K' upon it to operate the lever, and 
means for maintaining said levet* in its oper- 
ative relation to the spiral incline, a valve 
controlling the distribution of the motive 
fluid for an adjuster-cylinder, an eccentric 
controlling the operation of said valve, a 
pivot-pin upon which the eccentric is rotata- 
ble, and a connection between the adjuster 
crank-shaft and tliat eccentric whereby the 
angular advance of the eccentric is main- 
tained constant in relation to the adjustable 
"virtual-crank" arm of the adjuster; sub- 
stantially as described. 

39. In apower-transmittingdevic6,the com- 
bination with a driving member and a driven 
member, of a pressure- creating device, such 
as a pnmp, having one of its elements con- 
nected with the driven member, and its co- 
>per^ting element connected with the driving 
member, a power and speed adjuster actuated 
by the pressure-creating device orpumpand 
controlling the moveraentof tbedrivenraera- 
tiei', with means for varying the relative ca- 
pacities of the pressure-creating device and 
Ihe adjuster, and a by-pass for opening com- 
munication between f he discbarge of the pres- 
sure -ereatingdevioe orpumpand thesuction- 
ihamber thereof; substantiallyas described. 

327,20r ARTHUR PAGET, London. 
England. Speed-Regulating, Starting, 
Stopping, Reversing, and Steering Me- 
chanism for Motor -Vehicles. Filed 
Mar, 23, 1897. Patented June 20 1899 
Serial No. 628,823. (No model.) 
Be itknown thati, ArthuePaget, of Lon- 
lon, England, have invented certain new and 
iisefnl Improvements in Speed-Regulating, 
Starting, Stopping, Reversing, and Steering 
Mechanism for Motor-Cars, Launches, and 
(lie Like, (for which I have obtained a pateut 
in Great Britain, No. S,.5!)0, bearing date April 
23, 1S96, andin Frnuco, bearing date October 
23, 1896, and nunjberod 2G0,0<iC ) of whieh the 
following is a speciiicvtion. 

My inveation has reference to speed-regu- 
lating,starting, stopping, reversing.and steer- 
ing mechaiilsm for r.iotor-cais, lamidies, and 
the like when fitted with electric or other mo- 
tors as the propelling or driving pcwer. 

It has in practice Iioen found dilliiult to de- 
sign .speed-rcgulaliiig, starting, slopping, re- 
versing, and steeling mechanism both rapid 
in action and c.-.sy of maninulation. The 
ideal ariaugoment is one in wliich the actira- 
..ion of Riioh uiechanism is effected altogether 
iostincliiely o:i the part of the person driv- 
ing. I altaiu ihis object aecordTng to the 
ireseiit invoutiou by means of a combined 
'>OT\'er-n'gulatiiig and steering device com- 
prising a head mornled on a shaft, which not 
inly can be turned or, iis axis like the steer- 



ing-head of a bicycle, so as to steer (he csr, 
launch, or (he like, but can also ho moved 
backward and forward, so as to 9(ait, stop, 
reverse, and regulate the speed of the oar, 
launch, or the like, the driver acting practi- 
cally jnst as in driving a horse. Angular 
displacement or rotation of the head for the 
purpose of steering may bo made to product- 
an equal or a lesser angulardisplacemeut oi' 
the plane of the steering-wheels, according 
to circumstances. The arrangement of the 
parts is preferablj' such that when the shaft 
and steering-head are in, say, the middle po- 
sition the power is entirely switched or turned 
ofC. When the steering he£d and shaft are 
pushed forward, the.power is applied to drive 
the car, and when the steering hea'd and shaft 
arc pulled back behind the middle position 
the power is reversed, while any desired 
niaount of. power less Ihan the full power 
maybe obtained by moving the steering-head 
,ito*portiona(ely away from the middle posi- 
tion forward for driving and backward for 
reversing. In cases where it_inay not b.e.i'e.- 
(lulreu 10 provide for reversing the most back- 
ward position of the steering head and shaft 
may be that which switches or turns off the 
power. 

The device whieh islntended to oe operated 
by means of the steering -head, in order to 
regulate or control the power may, according 
to the particular power employed, consist of, 
any meohanisras whereby the variations of 
motion of the car or the like from rest to the 
various degrees of motion in either direction 
may be substantially controlled by the to- 
and-fro movement of a single connecting-rod 
or its equivalent— for example, either of an 
electric resistance - switch and reversing- 
awitch or of a four-way plunger- valve— so as 
to control the direction and amount of the 
flow of a fluid in a hydraulic or other motive- 
fluid circuit, or of jockey-pulleys in combina- 
tion with rnnningbeU8,orof the rod control- 
ling the moving pai-t of any variable-power 
device, or of any friction or positive driving 
clutch gear. 

The steering of the car, launcli, oi- the like 
by means of the rotary motion of the steer- 
ingshatt aliont its own axis may be effected 
by a separate connecting-rod or its equiva- 
lent operating, according to circumstances, 
either by direct action upon the wheel-axle, 
as In a bicycle, or through the intermedia- 
tion, for example, of a lever or a rack and 
pinion connected to an under carriage or to 
separately-pivoted wheels, or by means of a 
rack and pinion, lever, or other device act- 
ing on a plunger- valve, or in case of launches 
by means of chains connected with the rud- 
der. 

In the eases where Ihe gearing of the steer 
ing-wheel is such that tlie requisite move- 
ment is obtained by means of an angular 
movement of the steering-head not exceed- 
ing one hundred and eighty degrees I pref- 
erably use an ordinary bicycle handle-bar. 
Where it is necessary to move the steering- 
head through a greater angle than one hua- 
d red and eighty degrees, I construct the steer- 
ing-head in the form of a horizontal wheel. 

In order to avoid any liability of the steer^ 
ing-head being unintentionally moved to or 
fro while turning it, a locking device may be 
provided similar to that used for locking rail- 
way signal-levers or for the reyersing-levet^ 
or engines, operated in the case of'a Tiiioyole 
handle-bar by means of a handle similar to 
that of a bicycle-brake and in the case of a 
horizontal wheel by a second horizontal wheel 
directly under the first and mounted on a 
sliding collar connected to the locking device, 
so that by raising the lower wheel the looking 
device is released. 

1 am aware that it has been proposed to use 
for other purposes, in connection with vehi- 
cles propelled by human and mechanical 
power, a head or handle capable of to-and-f ro 
movement and of rot-ary movement. I there- 
fore make no general claim to the use of such 
head or handle, but only to its special use for 
the purposes and in the manner producing 
the novel result and combination herein de- 
scribed. 

I am aware that the use of a single handle 
for controlling both the speed-regulating and 
steering mechanism of motor-carriages or 
launches is not new so far as relates to move- 
ment of the handle in two intersecting planes, 
and I make no general claim to the use of a 
single handle. 

I. in a motor-car, launch or the like, the 
combination with steering mechanism there- 
for, and speed-regulating mechanism there 
for, of a head having a rotary motion on ai, 
axis, and a backward-and-forward motion lat- 
erally of said axis, a mechanical connection 
between said steering mechanism and said 
head operated by its rotary motion and oper- 
atingsaid steeringmechanism, anda mechan- 
ical connection between said head and said 



GEARING 



58/ 



. speed-regultitJri^ mecliADisiii opeiated ij> Liif 
backvrard-and-Lorward motion of the* head, 
and throwing said regulating ineL-hanism to 
the advancing position with forward jiiovg- 
ment of the head and toward the stopping jio- 
sition with backward movement thereof, 
whereby the actual change of direction and 
velocity in the movement of said car, launch 
or the like, correspond with the direction and 
extent of movement of said head, substan- 
tially as and for the purpose set forth. 

2. In a motor-car, launch or the like, the 
combination with a steering mechanism there- 
for, and speed-regnlattng mechanism there- 
for, of a head having a rotary motion on an 
axis, and a backward-and-forward motion lat- 
erally of said axis, a mechanical connection 
between said steering mechanism and said 
head operated by its rotary motion and opor- 
atingsaidsteering mechanism, and a mechan- 
ical connection between said head and said 
speed-regulating mechanism operated by the 
backward-and-forward motion of the head, 
and throwing said regulating mechanism to 
the advancing position with forward move- 
ment of the head and toward the stopping 
position w.ith backward movoment thereof, 
whereby the actual change of direction and 
velocity in the movement of said car, Jjiunch 
or the like, correspond with the direction and 
extent of movement of said head, a lock re- 
taining said head in position, and means for 
operating said lock. 

3. For motor-cars, launches and other de- 
vices, a coiabined steering and spefd-regu- 
liLijiug apparatus, consisting of a iiti,'>,d having 
a rotary motion on an axis, and a to-and -f ro ; 
motion laterally thereof, steering meehanism 
connected to said head and operated by one 
of said motions thereof, and speed-controlling 
mechanism connected to said head and oper- 
ated bytheotherof said molioos thereof, sub- 
stantially as and for the purpose set forth. 

4. For motor -cars, launches and other de- 
vices, a combined steering and speed-regu- 
lating apparaUis, consisting of a head having 
a rotary motion around an axis and a to-and- 
fro motion laterally thereof, a flexible ioint 
carried by said head, and steering mechanism 
and speed-con troll rt^^ mechanism connected 
to said head, the one at one side of, and the 
other at the other side of, said joint, and tho 
one operated by the rotary motion and ih-j 
other open'.iod by the to-and-fro motion of 
the head, substantially as set forth. 

5. For motor-cars, launches and other de- 
vices, a combined steering and speed-regu- 
latiqg apparatus, consisting of 'a head having 
two motions, steering mechanism' connected 
to said head and operated by one of its mo- 
tions, speed-regulating mechanism operated 
by the other of the motions of said head, and 
a mechanical connection between said speed- 
regnlating mechanism and said head, operat- 
ing the former with the movement of the lat- 
ter and differentially relative thereto at dif- 
ferent points in such movement. 

G, In a combined steering and speed-regu- 
lating apparatus for a motor-car, launch or 
the like, the combination with an approxi- 
mately vertical steeriug-shaft having a uni- 
versal Joint and a head whereby said shaft is 
rotated and also moved forward and back- 
ward, of a rack moving forward and back- 
ward with said shaft, a toothed wheel engag- 
ing with said rack and receiving rotary mo- 
-tion therefrom , a crank-pin on said wheel and 
a lever operated by siiid pin and connected 
with the power-regulating apparatus of said 
car, launch or the like, whereby the forward- 
and-backward movement of said shaft is trans- 
mitted to said power-regulating apparatus 
and tho velocity of said car, launch or the 
like proportionately changed snbstantially as 
set forth. 

7 In a motor-car, launch or the like, the 
combination with starting, stopping, and 
speed -regulating mechanism, and steering 
mechanism, of a single connecting-rod or its 
equivalent operating said starting, stopping 
and8peed-regnlatingmechanjsm,asinglecon- 
nocting-rod or its equivalent operating said 
steering mechanism, and a controlling head 
or handle movable forward and backward and 
rotative in approximately the same horizon- 
tal plane, and means separating the moye.- 
ments of said head and transmitting each in- 
dependently of the other, said first-mentioned 
rod attached to the means transmitting the 
to-and-frQmotiou, andsaid second-mentioned 
rod being attached to the part transmitting 

the rotary movements ot said head, substan- 
tially as and for the purpose described. 

8. In a motor-car, lanncb or the like, the 
combination with starting, swapping and 
speed -reguiating mechanism, and steering 
mechanism, of a single connecting-rod or its 
equivalent operating said starting, stojping 
and speed-regulating mechanism, a single con- 
necting-rod or its equivalent operating said 
.steering mechanism, and a controlling head 



o*- baud le movable forv^ard and backward and 
rotati'e in approximately the same hori/,or;- 
\3l plane, and means separating the move- 
ments of said head and transmitting each in- 
dependentl} of the other, said means consist- 
ing of a lower vertical shaft controlling the 
steering mechanism, a univorsul joint con- 
ncctod to said shaft, and an approximately 
vortical shaf tconnected to said joint and car- 
rying said head, guides for the latter shaft 
permitting it to move forward and backward 
and to revolve, said first-mentioned connect- 
ing-rod attached to the last-mentioned shaft 
and operated by its forward-and-backward 
movements independently of its rotary move- 
ments, substantially as and for the purpose de- 
scribed. 

Tj. In a combined steering and regulating 
apparatus for a motor-car, launch or the like, 
the combination with power-regulatiog appa- 
ratus of an approximately vertical steering- 
shaft having a universal joint, and a head 
wliereby said shaft is rotated and moved for- 
ward .and backward, a rack receiving forward- 
and-backward motion from said shaff, a 
toothed wheel engaging with said rack and 
revolved therebi'", a crank-pin on said wheel, 
a lever operated by said pin and connected 
with said power- regulating apparatus and 
transmitting to ittheforward-and-backwarc 
mo\ementof said shaft for proportionately 
changing the velocitj' of a car, launch or the 
like. 

B27.282. WALTER E. TWIGHELL. 

St. Helena, Cal. Motor-Carriage Driv- 
ing Mechanis/n. Filed Nov. 4, 1898. Pat- 
ented June 20, 1899. Serial No. 695,502. 
(No model. ) 

My invention relates to improvements in 
motor carriages and vehicles and in the mech- 
anism by whicli such vehicles or equivalent 
contrivances arc propelled. 

It consists, essentially, in an improved 
means for transmitting power from the main 
drlWng-shaf t of the motor to a "supplemental 
or counter shaft and a means for transmit- 
ting the power directly from the counter- 
shaft to the wheels to be driven, in mechan- 
ism for. reversing the apparatus, and in dr 
tails of construction, wliich will be more fully 
explained by reference to the accompanying 
drawings.' 

1. A vehicle having .Tiounted upon it a mo- 
tor, rear wheels loosely turnable upon the 
fixed axle, front wheels turnable upon short 
hinged spindles which have their inner eU'S 
pivoted to a stationary front axle and turn- 
able about said pivots, a counter -shaft to 
v'hich power is transmitted directly from the 
iuotor,sproeket-whee!8 upon the counter-shaft 
and similar sprockets in the same vertical 
planes fixed upon the forwa-rd-wheel hubs, 
grooved direction-pulleys and spindles npon 
which they are loosely turnable and chains 
passing between the sprocket-wheels and over 
the direction-pulleys whereby the front vehi- 
cle-wheels are driven directly from the coun- 
ter-shaft and ai'e turnable about the pivot- 
points of their spindles, substantially as de- 
scribed. 

2. A vehicle-body having front and rear 
wheels turnable upon their axles, a motor car- 
ried upon the vehicle, a counter-shaft jour- 
naled to the vehicle-body between the front 
and rear wheel axles, sp rocket- wheeln fixed 
upon and turnable with the counter-shaft to 
which motion is commnnicated, other sprock- 
et-wheels fixed to and turnable with the front 
wheels, grooved direction -pulleys mounted 
and loosely si id able upon spindles in line es- 
sentially above the front-wheel sprockets 
whereby motion is transmitted directly from 
the counter-shaft to said front wheels, and 
the latter are allowed to turn from side to 
side mthout deranging the alinement of the 
driving-chain. 

3. A vehicle -body having front and rear 
wheels turnable upon thei v axles, a motor car- 
ried upon tlio vehicle, a counlor-shaft jour- 
naled to the vehicle-body between the front 
and rear axles and sprocket-whoebiUDon the 
cbunter-shaf tand upon the wheels with chains 
whereby motion is transmitted to both sets 
of wheels, and the counter-shaft, a mechan- 
ism whereby power of the motor is transmit- 
ted to the counter-shaft consisting of return 
curved yokes or channels, a pitman having 
guide- roller.s adapted to travel within the 
curved yokes, arms pivoted to and diverging 
fromtheoppositeendof the pitman and links 
ivith which said arms connect whereby the 
outer ends are alternately separated and 
brought together by the reciprocations of the 
pitman, and rack-bars connecting with the 
arms and links, pinions on the couutcr-shaft 
with which said rack-bars engage, and pawl- 
-md-ratchet meclin uisms whereby the pinions 
are rotated fjtely in one direction and act to 
rotate the siuilr upon which they are mounted 
when moved in tho opjjosifo.diieuiiou. 



4. A mechanism for tjausmiLtiiig rota ly mo 
lion of a motor-shaft to a counter-shaft, eon- 
sisting of sinuous curved yokes or channel^ 
carried by the motor-shaft, a pituinn having 
n roller or rollers at one end adapted to eri- 
frage jmd be reciprocated by the movements 
of tho yoke, a hub or sleeve through T\-hich 
tho counter-shaft extends and turns freely, 
said sleeve having arms extending radially 
in opposite directions therefrom, diverging 
arms having their adjacent ends pivoted to 
the reciprocating pitman, links having one 
end pivoted to the arms which project from 
the hub. and the opposite ends connecting 
with the divergent rods, other rods connect- 
ing with the outer ends of correspondingly- 
pivoted links and their adjacent ends pivoted 
to the end of a guide which extends from the 
pitman and is divided and slidable through 
openings in tho hub or sleeve upon the shaft, 
pinions with pa wl-and-ratchet or clutch mech- 
anisms by which they are caused to engage 
with and turn the counter-shaft when moved 
in one direction and to turn without action 
thereon when rotated in the opposite direc- 
tion, and rack-bars having the outer ends 
connecting with the movable ends of the 
jointed links and their teeth engaging tiie pe- 
ripheries of tho pinions with guides whereby 
tho teeth of the rack-bars are maintained in 
mesh with the pinion-teeth. 

5. A mechanism for transmitting power 
from a driving to a driven shaft, consisting 
of sinuous curved yokes, with connected pit- 
men reciprocable therefrom, arms diverging 
from the piti^en ends and links with which 
their opposite ^nds connect, rack-bars con- 
nected with anu n3t5iprocatedbythearms, and 
pinions engaged by said racks with pawl-and- 
ratehet mechanism whereby the reciprocating 
is converted into a continuous rotary motion. 

627,503. JOHN D. HUMPHREY, New 

Britain, Conn., assignor of one-half to 
Krank H. Afford and John K. Curran,same 
place, and James I, Curran, Holvoke, Mass. 
Motor-Vehicle. Filed Feb. 9, 1899. Pat- 
L-nted June 27. 1899. Serial' No. 705,033. 
fNo nuidel.) 

1. Inamotor-vehicle, the combination with 
the vehicle-frame, tho motor, the fixed axle 
carrying the traction-wheels, connections be- 
tween the motor and wheels, and means for 
controlling such connections; of a swinging 
axle having the steering-wheels, a yoke hav-. 
ing its downturned ends attaehf>d to this axle 
and its center passing over the frame and 

, carrying a geAv-segraent a shaft journaled in 
the frame and having a handle, a second gear- 
segment fast on this shaft, and gearing be- 
tween the two segment-s, a.s and for the pur- 
pose set forth. 

2. In a motor- vehicle,th6 cotnbination with 
the vehicle-frame, the motor, the fixed axle 
carrying the traction -wheels, connections be- 
tween the motor and wheels, and means for 
controlling such connections; of a swinging 
axle having the steering-wheels, a Joke at- 
tached to this axle and i lis center carrying a 
gear-segment, a shaft journaled in the frame' 
and having a handle, a second gear-segment 
fast on this shaft, an idle shaft, an-^, largo 
and small gears fasttbereon and respectivety 
engaging the yoke-segment and the second 
segment, as and for the purpose set forth. 

627,523. EDWARD J. PENNINGTON, 

Wahon-upon-Thames, England. Motor- 
Vehicle. Filed Dec. 30, 1897. Patented 
June 27, 18'.^9. Serial. No. 664,736. (No 
model.) 

IJoitknowu that I,Edwari> J. Pennington, 
a citizen of tlie United States, residing at Wal- 
ton-upou-Thames, in the county of Surrej', 
England, 'have invented certain new and use- 
ful Improvements in or Relating to the Steer- 
ing of Vehicles, particularly Motor- \''ehicles, 
(for which I have obtained a patent in Great 
Uritain, No. 16,909, dated July 31, 1896,) of 
which the following is a full, clear, and exact 
description. 

This invention relates to tho steering of 
vehicles, especially motor- vehicles, being par- 
ticularly applicable to tricycles, since one of 
the objects which I seek to attain by its use 
is to increase the safety or stability of the ve- 
hicle in going around corners, 

I will describe the invention as applied to 
a tricycle or three-wheeled vehicle. 

The object of the invention is to throw the 
center of gravity of the vehicle or the passen- 
gers or load, or both, toward thecei^ter of the 
circular arc described by the vehicle, so as to 
counteract the centrifugal force op'eratingin 
the opposite direction. This efl;oct may be 
obtained either by tilting the necessary parts 
of the apparatus so as to relatively lower 
those parts to the inside of the curve and to 
raise those to the outside of the curve, or it 
may be effected by bodily moving the neces-; 



582 



sary portions, particularly tlie load, to that 
side of the vehicle udjacout to the inside oi 
the curve. Various mechanical devices may 
be employed to cITect this purpose. 

The framework of the tricycle may be of a 
riij'idTshape, thetwoleadingsteering-whcels 
being carried upon the crossand the driving- 
wheel in a fork at the back of the stem of the 
T. Upon this framework, which may bo pcr- 
raaneut in its relation to the cariyiug-wJieels, 
is pivoted the frame or platform which car- 
ries or forms the seating accommodation of 
the vehicle. The pivoting would be upon a 
longitudinal axis, so that the seats would tilt 
to the right or left of the central lino of Ihc 
vehicle. The movement may be elTccted by 
inclined planes, cranks, levers, or the liko, 
preferably connected directly or indirectly 
with the steering mechanism, so lliat when 
the steering apparatus is turned to direct the 
vehicle in a curve to the right hand the seat 
OP seats at that sido of the vehicle will be 
lowered ana tUeseatorseaLsattheothcrside 
of the vehicle will bo raised, and vice versa. 

In the case particularly of a vehicle intend- 
ed always to go around curves in the same di- 
rection, as in the case of a pacing-vehicle for 
cycle-tracks, the seating ai-rangement may 
be pivoted at one side of the vehicle and the 
other side either raised or lowered, the effect 
being substantially the same as that already 
described. 

If preferred, the wliole frame may be moved 
in relation to the wheels, particularly the two 
steering-wheels, the forks containing which 
may be connected with the T or equivalent 
frame by vertical slides, which may be set to 
a, circular sweep, so that while the wheels 
maintain their same positions in relation to 
the ground the T-frame would vary, one side 
approaching the ground and the otheiTeced- 
ing from it. 

Where it is desired to aifect thedriving por- 
tion of the vehicle only, the stem of the T 
maybe jointed or the connection between tlie 
T and the cross may be jointed, so as to 
allow of the necessary movement of the back 
or driving portion of the frame in relation to 
the front portion of the frame, which would 
carry the seating accommodation and would 
always remain substantially parallel to the 
ground. 

Where the load is moved bodily sidewise, 
the movable portion may be carried upon 
slides, slings, links, or equivalent and moved 
by any convenient arrangement of levers, 
screws, or other suitable devices operating, 
as before, in conjunction with the steering. 

It will easily be appreciated that the inven- 
tion can be applied in a more or less simi- 
lar manner to vehicles with more than three 
wi.eels. 

1. In a self-propelled venlcle, the combina- 
tion of a frame carrying the motive apparatus 
and the driving wheel or wheels, a second 
frame pivoted to the first frame in the longi- 
todinal center of the vehicle, and means for 
rocking one frame with respect to the other, 
the steering-wheels standing at all times in 
an upright position, Substantiallyas set forth. 

3. In a self-propelled vehicle, the combina- 
tion of a frame carrying the motive apparatus, 
the driving wheel or wheels, and the support 
for the steering-wheels, a second frame for 
carrying passengers or freight pivoted to the 
first frame in the longitudinal center of the 
vehicle, anu means for rocking one frame 
with respect to the other, the steering-wheels 
standing at all times in an upright position, 
substantially afe set forth. 

3. In a self-propelled vehicle, the combina- 
tion of a frame carrying the motive apparatus, 
the driving wheel or wheels, and the support 
for the steering-wheels, « second frame for 
carrying passeugei"S or freight, pivoted to the 
first frame in the longitudinal center of the 
vehicle, and mefim- for rocking one frame 
with respect to the other by the act of steer- 
ing, the steering-wheels standing at all times 
in a substantially perpendicular position, as 
set foi'th. 

4. In a self-propelled vehicle the combina- 
tion with the fork-bearing or other support 
for one or more of the road-wheels, of a screw 
or cam device for the purpose of raising or 
lowering that side or portion of the vehicle. 

5. In a self-JIropolled vehicle, the herein- 
described mennf of tilting the frame or apart 
thereof by means of screws upon ot* operated 
by one or more of the steering-forks for the 
purpose described. 

G. In a self-propelled vehicle the combina- 
tion of a steering-fork or other support for a 
steering-wheel, a worm or cam and a connec- 
tion with the steering mechanism of the vehi- 
cle for the purpose of altering the level of 
oneor both sides of the vehicle, substantially 
as described. 

7. In a self-propelled vehicle the combina- 
tion of two steering-forks having w<ym8 or 
cams so arranged that its the forks are turned 



GEARING. 

they raise or lower their respec^ve sides or' 
parts of the vehicle, and a chain and chain- 
wheel connection to the steering mechanism 
substantially as and for the purpose de- 
scribed. 

627,842. GUSTAVE V. L. CHAU- 
VEAU, Paris, l^'rance, assignor to La So- 
cicte Anonymc des Voiturcttcs Automo- 
biles, same place. Motor - Vehicle. 
I'iled June 2^. ISPP Patented June 27, 
!«'''». Serial No. 6S4,.K)0 (No model.) 
Be it known that ], Gustave ^'Ic :ok Lkon 
Chauveau, director of La .Sociele Anonyir.e 
deS'Voiturettes Automobiles, of Iti-j Avenue 
\''ietor Hugo, Par is, France, have in ventocJnc\v 
and useful Improvements in ^rotor-Vehicles, 
(for which applications for Letters Patent 
have been hied in the following foreign coun- 
tries: France, dated December U, lb07, No. 
373,038; France, Certificates of Addition, 
dated March 29, IfSUS, and iMay 10, 1308, No. 
273,038; France, dated December 20,1307, No. 
273,311; Germany, dated January 13, 1808, 
No. 11,010; Belgium, dated January 24, 1898, 
No.133,350; Belgium, Patentof Improvement, 
dated May 12, 1808, No. 105,840, and Great 
Britain, dated March 11, 1808, No. G,01C,) of 
which the following is a full, clear, and exact 
description. 

The present invention has for its object im- 
provements in automotive tricyclf^s of the type 
intermediate in size between a velocipede and 
a full-sized road-carriage, such as the autotri- 
cycle, the invention of Leon BoUee, patented 
in the United States of America March 29, 
1898, No. 001,545. These improvements re- 
late more particularly to special armngements 
of removable seats and parcel-carriers to be 
mounted at the front of the Coilee tricycle. 

i. In a rear-driving auiomoior-iricycie of 
the type specified, the arrangement of remov- 
able seat and foot-board in oue adapted to be 
detachably connected to the machine by hooks 
K engaging a cross-barof the frameaud bolt- 
fasteners M VI connecting the seat and foot- 
board with the frame below the hooks, sub- 
stantially as specified. 

2. In a rear-driving automotor-tricycle of 
the kind specified, the combination of a re- 
movable carriage-body for seating two pas- 
sengers, provided with luggage- i-eeeptacles R 
which also serve for protecting the passen- 
gers incase of collisions; with a tubular back 
rail T also serving to contain parcels as well 
as to stiffen the upper part of the carriage- 
body; and the mud-guardsS forming ribs for 
stiffening the bodj' laterally, subrftanlially as 
specified. 

3. In a rear-driving automotor-tricycle of 
the type specified, the combination.with the 
framing of the machine having3pla3'ed side- 
bars H, of a carriage-body permanently fixed 
thereto having its foot- box between the 
t^layed ends of said bars, the foot-board be- 
ingtraversedby across-iube F through which 
the connecting-rod x passes, and provided 
with a front step C for enabling the vehicle 
to be entered bysteppingover the cross-tubes 
/iand F, the entrance to the body be lug closed 
by a door W connected to the hood 0' for pro- 
tecting the passengers and closing the en- 
trance to the seat, or with a fall-down flapB' 
adapted to form a seat, theupper partof the 
door being provided with a window or a trans- 
parent blind B^ and attachments M, substan- 
tially as described. 

4. In a rear-driving automotor-tricycle of 
the type specified, the combination with the 
framing of the machine, of a removable goods- 
receptacle, and means for engaging a' front 
cross-bar of the framingand bolts for locking 
the receptacle to the framing below the hooks, 
whereby the receptacle is adapted to replace 
the removable front spat so as to enable the 
carriage to be used either for carrying pas- 
sengers or merchandise as dCHcribed. ' 

5. In a rear-driving automotor-tricycle of 
the type specified, the combination with the 
framingof the machine, of a removable truck 
orcarrier ha vinghingedside flaps constructed 
and arranged as described. 

G. lu a rear-driving automotor-tricycle of 
the type specitled, the combination with the 
frame, of a seat or parcel-carrier provided 
with hooks for engaging a cross-bar of the 
frame, bolt-fasteners for connecting the lower 
part of the seat or pircel-carrier with the 
frame, and hook-bolts for engaging the side 
bars of the frame, substantially as described. 

7. In a rear-driving automotor-tricycle of 
the type specified, the combination with the 
frame, of a seat and foot-board pro.vided with 
houks for engaging a front cross-barof the 
frame, and means for connecting the lower 
rear part of the seat and foot-board with the 
front part of thu frame, suhsfantially as de- 
scribed. 

8 In a rear-driving automotor-tricycle of 
the type specified the combination with the 
.frame provided with ears projecting fropn its 



front lower portion, of a seat and foot-board 
provided with hooks engaging a front cross- 
bur of the frame, and having the side cheeks 
of its foot-board fitting between the said ears, 
and bolts on the back of the foot- board' and 
adapted to pass through the cheeks of the foot- 
boaid into engagement with the said ears, 
substantially as described. 

0. In a rear-driving automotor-tricycle of 
tlic tynespeci.'ied, a removable carriage-body 
provided with vert leal luggage-receptacles at 
the front, one at each side, said receptacles 
serving as guards for protecting the passen- 
gers in case of collision, as sot forth. 

10. In a rear-driving automotor-tricycle of 
the, type specified, a body, a seat, a folding 
hood, and -a closure for the body said closure 
extending to the top of the hood, substan- 
tially as described. ■ 



Traction Engines, 



B. LANGDON. Traction-WheeL Pat- 
ented Feb. 22, 1817, 

(No specification or claimsfor this patent 
^ are in existence. They we're probably de- 
' stroyed when the 'Patent OfBce was burned 
in 1836.) 

THOMAS BLANCHARD, New York, N. 
Y. Traction-Wheel. Patented Dec. 28, 

1825. 

This improvement consists in varying the 
propelling power of a carriage, given by any 
first mover for the purpose of more easily 
ascending and descending hills on common 
roads or railways. I do not claim any par- 
ticular kind of gear or combination of gear- 
/ork. as used for other mechanical purposes, 
under this improvement, but only the appli- 
cation of any combination of gear- work to 
the propelling of all kinds of carriages on 
coramoH roads and railways, in such a man- 
ner that the propelling power and speed of 
the carriage may be varied at all times with- 
out delay, while the speed and power of the 
first moved remain the-same. 

4,029. J. SEMPLE. Traction- Wheel. 

Patented Mayl, 184S. 

I'iie combination of the broad high cylin- 
drical wheels tiring on separate axles, spread- 
ing out the surface or bearings so as to pre- 
vent sinking into the ground, with a loc6mo- 
tive steam-engine or other driving power, 
located on the carriage as herein described. 
8,417. CLEMENT MASSERANO, As- 
signor to Clement Masserano, Josephine 
Wickliffe, Andra Crestadora, Pelegro Roc- 
ca, and Lewis B. Migone. Pateuted Oct. 
7, 1851. 

First. The combination with the endless 
platform of an adjusting apparatus, by means 
of which the inclination of the platform to 
the frame of the power carriage may be va- 
ried, to enable the horses to work to the least 
advantage; whether to accelerate or to retard 
the movement of the impulsoria in travers- 
ing ascending or descending grades. 

Second. I also claim the method of con- 
necting the frame 'of the impulsoria with the 
p'lot by means of a longitudinal shaft, which 
is fitted with mechanism, by means of which 
the impulsorta can be adjusted, transversely, 
to keep the driving axle level, and to prevent 
the endless platform from sloping crosswise 
when traversing a road, one of whose sides 
is higher than the other. 

And, lastly, I claim, in an apparatus adapt- 
ed to propulsion by animals, substantially as 
herein described, the employment of a single 
driving wheel, arrapged in such manner as 
to admit of being leaned toward the hill, in 
travelling across slopes, to prevent atrans- 
verse sloping of the endless platform, in 
which the animals walk when the wheel thiiE 
arranged is steadied by a pilot before and a fol- 
lower behind, or their equiviilents, substan- 
tially as herein set forth, 

12,912. A. B. LATTA, Steam Loco- 
motive. Patented May 22, 1855. 
The hind wheels are placed upon an axle- 

in such a manner that they or the axle may- 



TRACTION ENGINES 



583 



revolve independeDtiv of each other, except 
when coupled together as hereinafter de- 
scribed. The inner end of the hubs of the 
wheels are elongated in the fomi of sleeves 
Z, upon the axle 10, and there are appropri- 
ate notches and teeth 2 2, in the inner ends 
of these sleeves for the purpose of coupling. 
On each side of the middle of the a^le is a 
coupling box 3, having each, at its end next 
the nearest wheel, teeth and notches 4, 
adapted to coupling with the sleeve of the 
nearest wheel. These boxes have free end 
motion on the axle, but are compelled to re- 
volve with it by means of feathers and 
grooves. Forks Y, serve to operate these 
coupling boxes for the purpose of coupling 
or ancoupling one or both Wheels. The 
steam cylinder I, for driving the pumps J, 
for throwing water, is placed in a horizontal 
position outside the frame. The rod 8, of 
each piston extends out at both ends of the 
cylinder, one end entering the pump barrel 
and carrying the pump piston, while the other 
end works through guides K. To this end 
of the piston rod is jointed the connecting 
rod 12y which operates the crank U, at the 
end of the hind axle. Connecting- rods R, 
operate the valves by means cf eccentrics 9. 
Upon the front and sides of the carriage 
hooks and rests 13 are attached, upon which 
the suction hose can rest without being de- 
tached from the force pump, 

1. The combination of the piston-rod, con- 
necting-rod, and crank, with the shaft, coup- 
lings, and driving wheels, as described, so 
that the same power that operates the fire- 
engine may at pleasure operate the driving- 
wheels for the locomotion of the carriage, or 
leave them stationary while the engine is 
performing its liuty, all substantially as de- 
scribed. 

2. Connecting the forward guide-whee 
to the body of the carriage by the ^n.ige hoti- 
zontal ring in which it revo'ivtts in combiuh 
tion with the ve.tical spfings and brace 
springs' for supporting tbe boxes a-^ainst 
shocks experienced in running over pave 
ments and other rough places, as described. 

The inventor does not claim either the ring 
or springs separately but only the combira 
tion, in the manner and for the purposes sub- 
stantially set forth. 

3. Combining. hooks, rests, or ot'ier ebuiv- 
alents, with the body of the carriage, to sup- 
port the suction hose, without detacning them 
from the induction ports of the piunps, sub- 
stantially, as described. 

i5.050. G. W. N. YOST. Traction- 
Wheel. Patented June 3, 1856. 
The combination and arrangement of a 
rotary-engine with the driving-wheels of a 
land- propeller by means of the described 
combination and arrangement oi r;ogged- 
gearing, in the manner and for the purpose 
substantially as herein set forth. 
15,815. J. PERCY. Traction-Wheel. 
Patented Sept. 30, 1856. 

1. The two trucks C C attached to the un- 
derside of the frame A, connected by the 
perch G, and turned by means of the. rods i , 
which are fitted in the inner ends of the 
frames b of said trucks and connected to the 
rack H, or an equivalent device. 

2. Connecting the axles d of the wheels 
D with the connecting rods e' of the steam 
cylinders by means of the gearing e g and 
cranks b, substantially as described. 

3. The arrangement of the trucks C, frame 
A, steam-cyiinders E, boilers F, and a device 
for turning and guiding the trucksi as herein 
shown and described lor the purpose set 
forth. 

15,820. J. ROBINGSON. Traction- 
Wheel. Patented Sept. 30, 1855. 
The first part of this invention relates to 
the arrangement of a spring bolt u, which 
serves the purpose of locking the toothed 
sector q v.hen the locomotive is intended to 
run in a straight direction. If it is desired 
to alter the course of the locomotive, then a 
longitudinal motion is imparted to the shaft 
R, by means of the lever a, bringing the 
pinion tn in gear with the pinions o, at the 
same time that the collar t in the groove u 
withdraws the bolt q from the sector Q ; by 
turning the shaft R, the bevel wheel / oper- 
ates the secfor Q, which is attached to the 
forward truck, and thus changes the course 
of the locomotive. The second part of this 
invention will be understood by reference to 
the claim and engraving. 

1. Combining the sliding bolt g, by which 
the sector of the fore truck is locked, with 
-the rotating shaft R, which carries the gear 



which"dperates upon the sector to turn the 
fore truck, by means of loose collar t and 
groove a, or In an equivalent manner, whereby 
the bolt may be operated by longitudinal 
movement, of the said shaft, as fully de- 
scribed. 

2. Fitting the sprocket wheel P to the 
shaft K, which drives the fore wheels with 
a, the universal joint, to enable it to adapt 
itself to the direction of the driving-chain 
when the said shaft K is not parallel with the 
engine shaft, and thus prevent the chain 
slipping off the wheel or being twisted or 
broken substantially as described. 

r6.044. G. BRADLEY. Traction- 
Wheel. Patented Nov. 11. 1856. 
•1. The arrangement oi the driving-wheels 
of a steam-carriage in a truck-frame that can 
turn independent of the engine-frame, and so 
that the engine-frame shall follow or be drawn 
by the truck-frame, instead of the latter be- 
ing controlled by the former as has hereto- 
fore been done. 

2. Transmitting the power of the engine, 
to the driving-wheels in the truck-frame so 
arranged, through the swiveling point or 
axis of the truck-frame, so that there shall 
be no cramping or twisting of the frames or 
connecting-rods, substantially as herein set 
forth. 

16,919. JOHN S. HALL. Pittsburg, Pa. 

Steam - Carriage. Patented Mar. 31, 

1857. 

1. So combining and arranging the driving 
machinerv and body of the carriage with 
the wheels and axles as described, so thai 
the latter may be both swiveled, moved, or 
adjusted in any and all direction?, without in 
the least changing the relation of all parts of 
or otherwise affecting the said driving ma- 
chinery, or body of tl-p carriage. 

2. The stationary, universal driving bear- 
ings or boxes H^ H*, or their equivalents, 
whereby the axles and wheels may be rend'Iy 
rotated or driven in all their variable relativ .^ 
positions with the driving machinery and 
body of the carriage. 

3. The double ratchet wheel i, in combi- 
nation with the pawls L and n, and spiral 
spring, constructed and operating as set 
forth. 

17,970. E. C. JONES, Pittsburg, Pa. 
Steering Apparatus for Steam-Car- 
riages. Patented Aug. 11, 1857. 

1. Operating the clutches J J' of the driv- 
ing wheels by the same parts by which the 
steering-wheel is operated, in such a manner 
as to disengage (by operating the said 
clutches) the one or the other of the driving- 
wheels simultaneously with the turning of 
the steering-wheel to the right or left sub- 
stantially as set forth. 

2. I claim the arrangement of the lever M, 
links P P,' levers N N' with their arms O O', 
connected therewith by a butt hinge joint, and 
the springs Q Q', when constructed, com- 
bined, and operating in connection with the 
pinion E and clutches J" J', substantially as 
described and for the purpose set forth. 

3. I claim the arrangement of the pivot a 
in or near the center of the steering-wheel, 
and passing through iti axle, for the purpose 
set forth. 

26,074. JOSEPH BARRANS, County 
of Surrey, England. TractiOn-Wheel. 
Patented Nov. 6, 1859. 

1. The method herein described of sup- 
porting the front portions of traction or port- 
able steam-engines, by means of a spring or 
elastic beam or lever at or near the middle 
thereof; the said beam or lever being ar- 
ranged constantly to occupy a position in a 
vertical plane passing through the axis of the 
boiler and by having its near and front ends 
applied and jointed respectively to the bot- 
tom of the barrel of the boiler and to the 
fore carriage, substantially, as and for the 
purpose set forth. 

2. The application and use, in traction-en- 
gines, of tension. rods or bars for retaining 
i:he driving-wheel centre*^ at the proper dis- 
tance asunder from the axis of the ground 
Iriving-wheels. 

3. The application and use, in traction and 
portable steam engines, of ground driving 
wheels, in two or more sections capable of 
being put in and out cf working action for the 
purpose described, and such wheels having 
teeth holding projections upon their periphe- 
ries of the form and arrangement described. 

26,466. JOHN H. BAILEY, Sand Ford, 
Ind. Traction-Engine. Patented Dec. 
20, 1859. 



1. The meansemployedfor rotatingorcom- 
municating power to the wheels D D. to wit : 
the fixed pinion p on a shaft H, loose or slid- 
ing pinions q q, wheels s, pinions v, and 
toothed rims w -w, substantially as described. 

2. The combination of the wheels J D'D, 
when applred to a traction-engine and ar- 
ranged for joint operation, substantially as 
and for the purpose set forth. 

28,475. I. F. HALLOWAY, Saline 
Mines, 111. Steam Traction-Engine. 
Patented May 29, 1860. 

1. The putting of the boiler C, within a 
driving-wheel or drum D, when placed upon 
friction wheels or bearings within or upon 
said drum, substantially as described, so that 
the wheel or drum shall revolve around the 
boiler. 

2. The inner shell B', of the driving-wheel 
or drum B, in combination with the station- 
ary head M, for the purpose of forming tank, 
heater, condenser, and jacket, substantially 
as described. 

28,955. C. H. BAKER, Red Wing, Minn. 
Traction-Wheel. Patented July 3, 1860. 

1. The arrangement and means set forth 
for connecting the engine frame to the frame 
or body of the carriage. 

2. The arrangement and means, as set 
forth, for allowing the inside wheel to accom- ' 
modate itself to tho; movements of the car- 
riage in turning. 

31,595. JOHN GRIFFIN, Louisville, 
Ky. Traction-Wheel. Patented Mar. 5, 

1861. 

This invention is designed more especially 
to be applied to steam-carriages in connection 
with cotton-picking devices. When a rapid 
movement, as in travelling from place to 
place, is required, motion is communicated 
directly to, the axles by means of connecting- 
rods K K, attached to the v/alking-beams ; 
but when a slower movement is desirable, as 
when at work, the connecting-rods K K are 
detached from the axles, when the connect- 
ing-rods M M, also attached to the walking- 
beams, are made to operate toothed wheels 
on the ends of the axles by means of a worm' 
screw, an upright shaft and bevel gear-wheels, 
attached to the platform. 

The arrangement of the two connecting 
rods K M, attached respectively to the cranks 
L N of the axles D and shafts Or the latter, 
when in use, being connected with the axles 
by the gearing gbQ,, substantially as and 
for the purpose set forth, 

32,285. D. F. GOODHUE and E. H. 
CAREY, Cincinnati, Ohio. Traction- 
Wheel. Patented May 14, 1861. 

The body of the car consists of an inner 
and outer shell, supported on a pair of dou- 
bly flanged wheels, which are fasten-^d'to a 
common axle revolving in boxes, springs be- 
ing interposed between the boxes and car- 
riage body. The wheels rest upon circular 
rings which serve as portable tracks. With- 
in the concavity of the rings are yielding 
flanged rollers which, in connection with the 
flanged wheels, serve to preserve the relative 
positions of the rings and the car body. 

The combination "herein described of the 
spokeless rings G, grooved supporting wheels 
B, axle C, grooved guide rollers H H' H'" 
and springs F, the whole being constructed, 
arranged, and operating in the manner and 
for the purposes set forth. 

42,203. ROBERT H. LECKY, McClure, 

Pa. Traction-Wheel. PatentedApr. 5, 

1864. 

The natnro of my invention consists in ar- 
ranging the running-gear of stetn-wagonB so 
that the driving-gear is relieved from any 
undue strain caused by the jarring or concus 
sive action of the wagon when running ovei 
rough or uneven roads. 

My invention further consists in tho use of 
swivel-bearings for the wagou-wheeJfi, the 
axis of said swivel -bearings being placed cen- 
tral to the periphery of said wheels, so that 
they may be turned sidewise to any desireii 
angle without any back or forward revolution 
of said wheels other than that imparted to 
them by the action of the engines and driv- 
iog-gear. 

My iuTention also consists in an arrange- 
ment for guiding and turning the wagon oy 
means of tiller-ropes attached to the axles of 
the wagou-wheels and operated by means ot 
a shaft and wheels, the whole being cou- 
structful, arranged, and operating in the man- 
ner hereinafter described. 

i. Tho use of the swivel beanngs tc^ or' 
their equivalents, with thoir axis claced ceu- 



584 



TRACTION ENGINES. 



tral to the periphery of the wheels, so that 
said wheels may bo turned sidewise without 
any back or forward motion other than that 
i;nparted by th^ engines and d^i^ ing-gear, as 
- herein described and set forth. 

'2. The arrangement of the wheels fl, 3,3,3, 
4, 5, and G, endless chains 10, crank shafts 8. 
spring-bars &', and elliptic springs o, arranged 
and operating substantially as herein de- 
scribed and for the purpose set torth. 

3. The arrangement of the shaft 18, fur- 
nished with drums N' Y' and wheels 0', 
wheels 17, swivel head z, and tiller ropes A, 
B, D, C, and E, when used in connection 
with the axles 'v, swivel bearings w, and 
wheels a, arranged and operating substan- 
tially as herein described and for the purpose 
set forth. 

45,130. G. W. BARNETT, Urbana. Ohio. 

Traction-Wheel. Patented Nov. 22. 1864. 

The object of this invention is to render the 
driving mechanism of a' traction-en gine en- 
tirely independent of the truck, so that said 
driving mechanism is free to follow the siua- 
osities of the ground. 

The invention consists in the employment 
or use, in combination with the truck, of a 
hinged frame, which carries the steam boiler 
and cylinder and the uriviug-gear, and wliicb 
forma the bearing for the axle of the driving- 
wheel in. such a manner that said driving- 
wheel is free to follow the sinuosities of the 
ground and to act with its full power, assisted 
by the weight of the boiler and driving-gear 
and independent of the position of the wheels 
8upt)orting the truck-frame. 

By the use of the hinged frame D the driv- 
ing-wheel is allowetl to follow the sinuosities 
of the ground without being disturbed by or 
made dependent on the position of the wheels 
of the truck-frarae,and3aiddiiving-wheel will 
always be ilepressed on the ground with the 
full weiglit of the machiuery resting on the 
hinged frame. The engines act in perfect nni- 
sou, there is no scraping and no getting on the 
centers when starting or when running oc 
heavy grades, and the whole engine can be 
made with little, if any, increase iu the cost of 
an ordinary traction-engine. 

The driviug-wheel F, steam boiler H, and 
cylinders G, mounted upon the hinged frame 
D, in combination with the truck-frame A, all 
constructed and operating substantially as 
and for the purposes set forth. 

49,746. JESSE FRYE, Brooklyn, N. Y. 

Traction-Engine. Patented Sej)t.5, 1865. 

The object and purpose of my invention is 
to produce an eflBcient traction-engine for com- 
mon roads, for agricultural and other purpose 
or purposes to which a horse is generally ap- 
plied or to which manual labor is applied, or 
for drivit.g machinery of any kind; and iny 
invention consists, mainly, in making each 
wheel a driving-wheel iudependentof its mate 
or fellow, and driving each drivio^-wheel by its 
own independent and separate engine, so that 
there may be no lost power, especially when 
turning curves or not moving in a straight line; 
and my invention further consists in the pe- 
culiar connection between the front truck and 
the rear or main driving or carrying frame, 
whereby the said front truck may not only b6 
turned to the right or left to lead the rear frame, 
but also rock or roll in a lateral direction as it 
passes over any intervening obstacle, without 
impairing in the least the effective driving 
force of its special engines; and it further con- 
sists in the mode of hanging the wheels to the 
front truck, so that thej' may be turned upon 
said truck to adapt themselves to thecurvature 
of the path or road over which the engine may 
be running; and it further consists in a self- 
acting grade -goveruor, which regulates the 
steam according to the ascent or descent of 
the ground over which the engine is working; 
and my invention further consists in certain 
mechanical arrangements and combinations 
whereby I apply and make available the above- 
named mora essential featnres of my invention, 
as I shall hereiuafter folly describe in connec- 
tion with the accompanying drawings. 

An important element in this machine con- 
sists in the arrangement of the separate front 
wheels driven by separate engines, for when 
these wheels are turned out of a straight line 
with regard to the rear portion of the machine 
the power is not lost upon such acramped po- 
sition of the wheels. It continues to be ap- 
plied directly to the wheels, and though the 
outside wheel has farther to run than the in- 
side one in turning a curve, it is not checked 
nor retarded by, nor does it drag, the inside 
wheel. On the contrary, the greater, or less 
the resistance on the wheels respectively the 
greater or less is the direct propelling- power 
of the engine. The faster, of course, that the 
wheel turns the ofteuer will the steain-valve 
-work, and the more freely will its. special en- 



gine take^tlie steam and the more freely act. 
In a word', the power is applied at each of the, 
four corners of the machine in jiroportion to 
the demand upon one or either of said cor- 
ners, and thus, insteadof losing power by turn- 
ing the wheels from a direct line, as would be 
the case ifa single asle an J a single engine were 
used for both wheels, I actually make a gain 
by the separate and independent axlis and 
wheels, one not being able to retard or drag 
the other. 

1. Driving each whee^ of the engine by a 
separate and independent cylinder or cylin- 
ders and their actuatiug appliances, substan- 
tially as and for the purpose described. 

2. The separate engine or steam cylinders 
H, for operating the mechanism that turns the 
front wheels of the engine to guide or direct 
its movements, substantially as described. 

3. Oonnecting the front and rear frames, 
tracks, or portions of the engine by means of 
the stem or bar G, substantially as and for the 
purpose described. 

4. Attaching the front wheels to the front 
frame by means of the axles, substantially 
such as shown and described, so thatsaid wheels 
may be freely turned, and yet remain in gear 
with their respective driving-cylinders, sub- 
stantially as described. 

5. In combination with au engine forworkt 
ing on common roads or ou the natural sur- 
face of the ground, a self-acting grade-governor 
for regulating the supply of steam on ascend- 
ing or descending grades, substantially as de- 
scribed. 

6. Dividing the sraoke-sta^kvertically into 
two sections and hinging the sections so that 
it may be brought close down in passing over 
or under bridges, &u., substantially as de- 
scribed. 

7. In combination with asteeriug mechanism 
worked by steam, as described, the stationary 
sights t u and the moving cue, x, for rnnning 
the engine on defined lines, as set forth. 
62,264. LEWIS F. HAKE, Salem. Ohio. 

Traction-Wheel. Patented Feb. 19, 1867. 

The main object of my invention is to so 
construct a steam carriage for common roads 
that the entire framework and the driving 
machinery, together with the engine and 
boiler, can be mounted upon springs, and 
motion commuuicated to the transporting- 
wheels by means of flexible or compensating 
connections, thereby preventing injurious 
jars and shocks being communicated to said 
machinery, and affording an easy-running 
carriage, as will be hereinafter described. 

Another object of ray invention is io pro- 
vide for making the forward guide-wheels as 
well as the rear wheels driving-wheels, at the 
same time to allow of a free movement[being 
communicated to the shaft of said i*heels in 
guiding the machine. 

1. In combination with the frame of a land 
conveyance, which is mounted upon springs 
and adapted for sustaining the motive power 
and driving-gear, I claim the use of gimbal- 
jointed shafts for transmitting motion to the 
axles of the transporting-wheels, substan- 
tially as described. 

2. The .use of the gimbal-jointed and ex- 
tensible shaft G for communicating motion to 
the forward axle of the guiding wheels, sub- 
stantially as described. 

3. Supporting ihe forward part of the 
frame A upon the guiding axle by means of 
springs, when said axle is sustained in part 
by a sliding segment, and operated by means 
substantially as described. 

4. The arrangement of the jointed driving- 
shafts G, b h, beneath the spring frame A, 
substantially as described. 

5. The application of extensible rods / / to 
the transporting- vheels of a land convey- 
ance, said rods being so applied that they can 
be made to protrude beyoud the circumfer- 
ence of the wheels or drawn within the same 
at pleasure, substantially as described. 

6. Constructing the inner ends of the hubs 
of the transporting- wheels with recesses 
which are adapted for receiving the clutch- 
ylates s t, substantially as described. 

70,804. BEr;jAMIN F. COOK, Olema, 

Cal. Traction-Wheel. Patented Nov. 

12, 1867. - 

This invention relates to a new and im- 
proved levelling attachment, to be applied to 
steam-harvesters, and other agricultural im- 
plements which are mounted on wheels, for 
the pui'pose of keeping the main frame in a 
horizontal position in its transverse section 
when the machine is pagsing over inclined 
ground. 

The invention consists in interposing be- 
tween the back axle of the machine and the 
bolster above it rf wheel having its rim 
bevelled vr made inclined, and connected 
-with a windlass or capstan in such a manner 



that the wheel may be turned with facility, 
and the main frame of the machine brough* 
to or retained in a horizontal position when 
the wheels on which the machine is mounted 
are passing over inclined surfaces. 

The application of a wheel, F, provided 
with a rim, a, beveled so as'to form inclined 
planes, and interposed between the rear axle 
and bolster of the machine, substantially as 
and for the purpose set forth. 

I also claim the combination of the wtieel 
F and the capstan or winch H, substantially 
as and for the purpose specified. 

Hurther claim the brake e, arranged in re- 
lation with the drum d^ of the capstan or 
winch H, and connected with the lever G**, 
when said parts are used in combination with 
the wheel F, for the purpose set forth. 

73,051. THEODORE SCHEFFLER and 
HENRY MORRISON, Paterson, N. J. 
Traction-Engine. Patented Jan. 7, 1868. 
The nature cf this invention consists in the 
arrangement of double clutches attached to 
the driving-shaft, in connection with levers 
acted on by a steam piston, and operating as 
springs to keep the clutches in gear, said 
clutches being connected through suitable 
chains with the driving-wheels, hung upon 
independent axles on each side of the boiler. 
Further, in the arrangement and combinatibn 
of the driving-engine and truck for the for- 
ward wheels, turning together on a suitable 
frame or pin. and thiough which the ateam 
and exhaust-pipes of the cylinder pass. And 
further, in the arrangement of hydraulic pres- 
sure, to operate the chains of the steering- 
wheel or drum, for the purpose of turning 
thereby the forward truck with its wheels and 
motive-power. 

1. We claim, in traction-engines for com- 
mon roads, supporting each wheel on an in- 
dependent short axle, running in suitable 
bearings, situated on each side, and close to 
the wheel, in the manner and for the pur 
pose described. 

2. We further claim the arrangement of 
the lonse cintch J, aud the internal and ex- 
ternal clutches K and L, in combination with 
the levers a and b, or their equivalent, oper- 
ated by the steam- sylinder M, the whole 
being arranged and combined iu the manner 
and for the purpose substantially as set forth. 

3. We further claim connecting the driv- 
iflg-wheels H with the driving-shaft F through 
chains, or their equivalents, passing over 
clutches, arranged and operating substantially 
as specified. 

4. We further claim driving the forward 
wheels P P by a separate and independent 
cylinder or cylinders attached to the mova- 
ble truck Q, and turning with said truck and 
wheels. 

5. We also claim the centre-pin, R fast to 
the truck Q, with suitable passages for the 
steam and exhaust through said centre-pin 
in combination with the socket Sand guide- 
frame T, supporting the smoke-box C, or 
end of the boiler, the whole being constructed 
and arranged in the manner- and for the pur- 
pose described. 

6. We further claim operating the ropes o/ 
chains that turn the forward truck and wheels 
of the engine, to guide of direct its move- 
ments by means of hydraulic cyliuders. oper- 
ated b.v a force or steam- pump, substantially 
in the manner and for the purpose set forth 
and described. 

75,348.. N. S. BEAN, Manchester, N. 
H. Propelling-Engine. Patented Mar. 
10, J 868. 

In that now well-known type of steam fire- 
engines, in which the steam-cylinders and 
pump-cylinders are vertical, and in which one 
piston-rod serves, by elongation, for one pump 
and one steam-cylinder, it is desirable to pro- 
duce such an arrangement of means as will 
convert the engine into a self-propeller with- 
out the addition of extra steam-cylinders for 
the propulsion of the engine, considered as a 
vehicle, over the road. 

A portion of my invention consists in the 
combined arrangement of the parts, by which, 
from the vertical steam- cylinder or cylinders, 
which work the vertical pump or pumps, by 
direct continuation of the piston-rod or rods, 
the wheels of the vehicle may be rotated to 
propel the engine over the road. 

Various appliances have been used for con- 
trolling the position of the wheels by which 
the vehicle is steered or guided, but, so far 
as I know, all of such appliances have needed 
the constant application of exertion on the 
part of the driver to keep the angle of the 
.wheels with the vehicle from being changed 



TRACTION ENGINES 



585 



by the jar consequent on the passage of th-^ 
engine over the road; and another part of 
my invention consists in the combination and 
arrangement of devices, by which, while the 
driver Is enabled to change the inclination of 
the wheels at will, the jar occasioned by lo- 
comotion is inoperative to change the position 
of the steering wheels. 

1 . In a steam 6re-engine, in which the stean: 
and pump-cyUnders'are arranged asdescribed, 
operating the wheels of the engine to propel 
it over the road, substantially as specified. 

2. The arrangement, on the shaft driven 
by the steam-cylin<lers which work the main 
pumps of steaji fire-engines, of the driving- 
wheel d, or its equivalent, so that it can be 
made fast or loose on said shaft, substantially 
as and for the purpose specified. 

3. Tive combination of the axle of the 
steering-wheels with the hand-wheel o, by 
means of the chains s, windlass- barrels 1, 
shaft y, worm-gear k, worm m, and shaft a, 
substantially as and for the purpose specified. 
93,316. DANIEL F. LEACH, Forsyth, 

lU. Portable Locomotive. Patented 
. Aug. 3, 1869. 

The object of thii mvention is to improve 
the construction and arrangement of the de- 
vice which supports and guides the forward 
wheels, 'and to improve the construction of 
the traction-wheels of locomotives employed 
for farm-work. To this end, 

The invention consists, first, in the employ- 
ment of the apparatus represented in figs. 4 
and 5, as a species of "fifth-wheel,"' or hori- 
zontally-rotating apparatus, supporting and 
guiding the forward wheels and their axle, 
and furnishing the means by which the loco- 
motive is steered, said apparatus being ar- 
ranged with relation to the boiler and engine, 
as will be fully understood from figs. 1 and 
2 ; and secondly, in a new and improved con- 
atmction of the tread of the driving-wheels, 
as represented in figs 1 and 3. 

1. The flfth-wheel apparatus, as shown in 
figs. 4 and 5, consisting essentially of the 
parts M M', m m', n, w w, N, P, I 1, all con- 
structed and arranged substantially as speci- 
fied. 

2. The wheel-rim, or tread, constructed as 
shown in fig. 3, consisting essentially of the 
parts (7, u. r, substantially as set forth. 
94,396. CHARLES W. CAHOON, 

Portland, Me. Locomotive. Patented 
Aug. 31, 1869. 

My invention consists — 
Firht, in an improved device for facilitating 
he propulsion of cars, &c., and 

Second, in anjmproved method of commu- 
.licating motion to the driving-wheels. 

In the operation of street-car locomotives, 
where steep grades are frequently encoun- 
tered, it is of great importance that a large 
amount of tractive power should be ready at 
hand to be brought into use when needed, 
and for this purpose, I haye attached to the 
locomotive an adjustable friction driving- 
wheel. 

It is also desirable in street- locomotives, 
and especially in the locomotive patented by 
me, November 5, 1867, that they may be cap- 
able of being operated with a low pressure of 
steam, and at the same time not have incon- 
veniently large engines, and also that the en- 
gines may be placed perpendicularly, or 
nearly so, at one end of the locomotive, when 
the crank-shaft for operating the driving- 
wheels is at the other end; and to obtain this 
result, I place a vibratable arm in the con- 
necting-rod between the engine and the crank- 
shaft of the driving-wheels, so as to change 
the line o/ motion of the connecting-rod, and 
also to obtain leverage thereby. 

The locomotive presented in the drawing 
is of that class patented by me, November 5, 
1867, and is intended to be operated without 
fire upon the same, the water lor making the 
steam being heated at a stationery boiler, and 
transferred therefrom to the locomotive. 

1 The adjustable friction driving-wheels 
connected to the locomotive, as set forth, and 
capable of an intermittent or continuous ope- 
ration, as herein described. 

2, The cylinder c, bell-crank a, and con- 
necting-rods with crank-shaft C, driving- 
wheels D? and supplementary adj ustable 
driving-wheels E E,' when constructed and 
arranged as described. 

96,636. GEORGE N. TIBBLE3, Hu^- 
City, N. J. Traction-Engine. Patented 
Nov. 9, 1869. 

The present invention icUtci to certain new 
and useful improvemenis in the construction 



of a traction-engine, which is intei'ded to 
take the place of the ordinary, dumrav-eneines 
now m use ; the object of which is to avoid 
the necessity of putting on an extra pressure 
of steam, to ascend.a steep incline, by the use 
of a movable fulcrum in a slotted lever, con- 
nected with the cross-head, hereinafter more 
fully described. 

1. The combination of the drive-wheel O 
and traveller Q, with connecting-rods E E, 
operating as described, to give motion in 
either direction. 

2. The combination of the lever Y, pulley 
Z, and shaft which rotates it, with band X, 
all arranged as described, to shift the rods E 
E' to a forward or backward motion, or to 
disconnect them altogether. 

3. A traction-engine, constructed, arranged 
and operating in the manner and for the pur- 
pose subsantially as herein. shown and de- 
scribed. 

4. In combination witfi slotted lever, the 
rack, pinion, detent, and hand-lever G, to 
change the fulcrum H, in the manner speci- 
fied. 

5. The combination, with the piston of a 
steam-cylinder, of an actuating-Iever D, mov- 
ing upon a fulcrum readily adjustable by the 
driver, in the manner specified, whereby the 
power may be easily increased or diminished, 
without changing the pressure of steam. 

103,102. STEPHEN S.STUNTZ, James- 
town, N. Y. Traction-Machine. Pat- 
ented May 17, 1870. 

This invention relates to improvements in 
traction-machines for drawing plows, and for 
other heavy draft purposes ; and consists ol 
a car or truck mounted on an endless traction 
device composed of broad bars or planks con- 
nected to belts or chains, or hinged together, 
■wOi''^^'^g over pnlleys at each end, and carry- 
ing iv'S'^rs or wheels mounted in bearings on 
the inner faces, on which rails attached to the 
truck rest and roll along as the truck is pro- 
T)elled in any way, the said wheels supporting 
the bars of the traction device on the upper 
side of said rails when in the upper or return- 
ing position. 

It also consists in the application to each 
end of the truck of draft-ftumes with guiding 
easier-wheels, sn attached that the weight of 
one side, or a portion thereof, may be trans- 
ferred from the draft device to the guiding- 
wheels when require'd U> turn either way from 
a straight line, all as hereinafter more fidly 
^ecifled. 

1. The platform A, wheels B, axle C, belts 
P, planks D, wheels E. and rails G, all com- 
bined, arranged, and relatively constructed as 
and for the purpose described. 

2. The combination, with the traction-ma- 
chine, constructed substantially as described, 
of the guiding and traction frames H, the tem- 
per-screws, caster-w heels, and the guiding-le- 
vers, all substantially as specifipH. 

104,845. THOMAS F. HALL, Omaha, 

Neb. Traction-Engine. Patented June 

28. 1870. 

This invention relates to a new traction- 
engine, or construction of vehicle of that 
class in which an endless belt of traction- 
plates surrounds an inner frame, and travels 
around the same whi'e propelling the entire 
apparatus. 

The present invention consists in the appli- 
cation of an endless chain to the endless 
traction-belt, for transmitting motion to the 
same, as hereinafter more fully described. 

The endless traction-belt B, fitted around 
the frame A, and combined with the shaft C 
and driving-chain D, substantially as herein 
shown and described. 

105,956. JAMES K. LAKE, Chicago, 
111. Traction-Engine. Patented Aug. 2, 
1870. 

1. The combination in a traction-engine of 
two sets of driving-wneels, relatively con- 
structed, arranged, and operated as and for 
the purpose described. 

2. Providing a traction-engine with one or 
more pairs of auxilia'-y supporting-wheels, 
made vertically adjustable, so that the weight 
of the machine may be thrown upon or taken 
from the said wheels, substantially as de- 
scribed. 

3. The construction of the clutches in two 
parts, and the connection of the same by the 
one screwing into the other, and by a set- 
screw, substantially as specified. 

4. The crotched arms, for working the 
sliding parts of the clutches, arranged to 
move on the support H', in a line parallel 
with the axle F°, and connected to the levers 
H*land V, substantially as specified. 

5. The combination with the pain» o( 



clutch-shifting levers of the right and left 
screw-threaded shafts I I' and I* V, arranged 
for joint and simultaneous or independent 
action, substantially as specified. 

6. The combination with the shifting-lever 
c" and the shifting-plate c'\ reversing pin- 
ions, and the screw-rods c\ of a cam-plate, 
for automatically disconnecting the reversing- 
pinions, substantially as specified. 

106,378. AARON R. LOCKE, Boston, 
Mass. Road or Railway Carriage. Pat- 
ented Aug. 16. 1870. 

In carrying put myinvenlion Icombiuewith 
Ihe front axle (pivoted to the carriage-body so 
as to turn in a horizontal plane] and with the 
rear or driving axle a mechanism for clutching 
the wheels of such drivfng-axle to it, and nn- 
clutching Ihem from it during the turning of 
the front axle iu either direction, the object of 
my invention being to enable the carriage to 
turn quick or sharp curves to advantage, an^ 
one of tberenr wheels, while remaining on tUp 
curves, to revolve independeDily of the driv- 
ing-aslo, such wheel, while the carriage may 
bo ruuuiugiu astriiightpalb,being60c!atchfq 
to the axle as to be revolved by it. Thewhet-l 
BO unclutched is that which, while the carriage 
may be on the curve, may be on theouts'deor 
longer rail or wheel-path. By allowing it to 
run independently of the other or fellow wheel 
and the driving axle, while the latter are in 
conjunction and both wheels are on a curved 
track, the inner wheel will not slip on the track,, 
butbotb wheels willreadily conform themselves 
to the length of curve each has lo pass over. 

1. The combination of the two clntc'iesand 
Ihfir operative mechanism, substantially as 
described, or Ihe equivalent thereof, with the 
wheels and the two axles, api)lied together 
and to the carriage-body, essentially as here- 
inbefore explained, the ptirpose of t ho clutches 
and their operative mechanism being as iiere- 
inbefore d<»scribed. 

2. The mechanism or co nbiuatiou, as ex- 
plained, for operating the sliiling parts of the 
clutches I 1', the same consisting of the cam- 
grooved curved bar S, fixed to ni\ arm, TJ, pro- 
jecting from the front axle, Ihe^ levers N P, 
the slide-rod M, and the springs z z, and the 
furcated levers -IC K of the sliding parts xx 
of Ihe clu tubes, the curved bar being provided 
with mechnnif^m for moving it in its guides, 
as set forth. 

110.396. JOHN D. ROSS and MARTIN 
BURK, Truckee, Cal. Vehicle. Pat- 
ented Dec. 20, 1870. 

Our invention relates to an inaprovement 
in the construction of vehicles, and one more 
particularly applicable to the construction of 
heavy trucks, in which connection it wjU be 
herein described. 

It consists in so mounting the front part 
ot the vehicle that it shall ride upon one or 
two wheels, whose axle is supported in boxes 
on a horizontally- rotating rim or fifth-wheel. 
This rim moves within an opening in the 
front part of the trucks or vehicle, so that, 
as the horses move from one side or the other, 
the vehicle will turn easily as on a pivot, and, 
when movii^g forward, it relieves the horses 
from the strain of the pole or shafts, which 
is so great on rough pavements or irregular 
ground when the ordinary style of widely- 
separated wheels is used. 

It also relates to the use of a device for 
relieving the horizontal rim from friction 
when turning from side to side. 

1. A truck-coupling, consisting of the hor- 
izontal rotating rim D, supported by the 
wheel J, and movmg in the opening in the 
floor A, so as to turn said wheel in any direc- 
tion, substantially as herein described. 

2. The device for reducing friction, con- 
sisting of the rollers c and guiding-plate E, 
operating between the rims a and n of the 
truck, substantially as specified. 

3. The truck constructed with three wheels, 
B, B, and J, when mounted and operating 
substantially as herein described. 

110,865. TREAT T.PROSSER, Chicago, 

111., assignor to himself, Henry Waller and 
W. S. Waller, same place. Traction-En- 
gine. Patented Jan 10, 1871. 
My invention consists — 
First, in the pecuhar form of the traction- 
wheel and in the arrangement of the driving 
and carrying-wheels. 

Secondly, in the construction of the frame 
and cylinders of the engine, and their ar- 
rangement in relation to the steam-generator, 
Thirdly, in the details of the construction 
of diverse parts, to be specifically set forth iU 
the following specifications and claims : 

1. The tract ion- wheel C, constructed sub- 
stantially as sliiuvn •*)« that both the weight 
rarrird Hinl the diiyin;^ |)i*wer shall be ceq- 



586 



TRACTION ENGINES. 



trally supported and applied. 

2. In combination with the traction-wheel 
C, the driving-pinion D, but only when ar- 
ranged to drive the traction-wheel from a 
point opposite to that upon which it rests, 
substantially as set forth. 

3. In combination with the traction-wheels 
C, the boiler B, the pinions D, and shaft D', 
when arranged to operate in relation to one 
another, substantially as set forth. 

4. The frame G, in combination with the 
cylinders E E, when constructed and arranged 
in relation to the boiler B substantially as de- 
.scribed. 

5. In combination, the cylinders E and 
frame G, when the latter is so constructed 
'hat a part, G', of the same shall constitute 
one of the heads of the cylinder, substan- 
tially as set forth. 

6. The frame G, when cast in such form 
that the parts G' shall form ways, carrying 
the cross-head between their opposed faces. 

7. The cross-head and ways, in combina- 
tion, when constructed with a tongue and 
groove on one side only, substantially as and 
for the purpose set forth. 

8. The frame G, when cast to form the 
plumber block, ways and cylinder-heads, in 
one piece, substantially as set forth. 

9. The combination of the main frame, 
the boiler B placed transversely across the 
frame, stand I, and carriers K, arrj.nged sub- 
stantially as set forth . 

112,135. GEORGE W. FITTS, Oberlin, 

Ohio. Traciion-Engine. Patented Feb. 

28, 1871. 

The nature of my invention consiaCs ir the 
construction and arrangements of the va ions 
parts of a steam-vehicle in sach a mam er as 
to best permit the application of steam ,)ower 
to the same for the various purposes that a 
movable power of this kind may be applied 
to, such as moving over common roads, haul- 
ing heavy loads, i)lowing and other agrionl- 
turat work, acting as a fire-engine, and in 
varions other places too ncmeroas here to 
mention. 

The two driving-wheels of this I'ehicle are 
arranged each side of a vertical steam-boiler 
by means of axles, which are firmly attached 
to the sides of the same, permitting the wheels 
to revolve upon these axles. These axles ate 
made hollow at the center, so ns to permit the 
passage of water through them, for the double 
pnrpose of keeping them cooled Irom the heat 
of the boiler, and at the same time furnish- 
ing a supply of water to the bofler. 

The third or guide wheel of the vehicle is a 
peculiar device, and is so arranged that its nse 
'will give guidance and direction to the move- 
ments of the whole machine. 

The water-tank, which is formed of iron, 
carries a supply of water for the boiler, and 
forms the body or frame of the vehicle. It is 
bolted hrmly at one end to the lower aud front 
side of the boiler, and at the other end it rests 
upon the guide or third wheel, thus connecting 
the three wheels aud boiler, at the same time 
formingabed or floor for the engines and gear- 
ing, with room also for the engineer. 

The boiler is so arranged that it may be 
heated with wood, coal, or coal-oil. Thus all 
is arranged so as to give the greatest power, 
compactness, lightness, economy, simplicity, 
and eflRcieucy needed in a machine of this 
. kind. 

1. The arrangement, in asteani-vehicle,iof 
the vortical boiler A, axles 0, driving-wheel.i 
B, largo pinions D, shafts and cranks C G, 
small pinions K, pitmen K, cylinders 1?, water- 
tank E, and steering apparatus H I J V; as 
herein described and set forth. 

2. The combination of hollow axles O with 
the boiler of steam-vehicles, for the purpose 
of conveying water to the boiler, aud for keep- 
ing said axles cool, substantially as set forth 
and described. 

113,767. JOHN W. HAZEN, West Hart- 
lord, Vt. Road-Engine. Patented Apr. 
!8, 1871. 

1. The combiuatiott of the levers I J and 
pawls L, or equi valent, with the heads F, guide- 
rods Ir, piston-rods E, and wheels or pulleys 
I), attached to the shaft, B,to be driveu, sub- 
stantially as heroin shown and described) and, 
for the purjioso set forth. 

3. The combination of the pulley or pulleys 
r, shaft O, crank N, and connecting-rod M 
with the head F, gnide-rod G, piston-rod E, 
levers I J, wheels or pulleys D, and shaft B, 
substantially as herein shown and described, 
and for the ourposo set forth. 

115,280. JAMES HENRY CLAPHAM, 

New York, N. Y. Traction - Engine. 

Patented Mav 30, 187) 

Tho first part ol my invention relates to the 
circulivr frame resting upon the axles of the 
driving and steering wheels or upon intermo-- 



■<liate frame supporting the machinery nsed for 
forming' the propelling power. Tho second 
part of iny invention relates to the fore part of 
the after-body of tlio carriage, which rests up- 
on and is extended in cylindrical or circular 
form or frame-work around the aforesaid cir- 
cular frame of the fore body, which rests npon 
the axles of the driving-wheels or upon an in- 
termediate frame. This arrangement nfiords 
a support for the fore-body of the vehicle; it 
also allows the said fore body to turn inde- 
pendently, the object being to enable the car 
riage to bo stecied in any direction by tho 
regulation of the speed given to either of tho 
driving-wheels. The tiiiid part of my inven- 
tion relalcs to the inner hub attached to the 
driving-axles and its projecting arm, which, 
when in motion, becomes 'jonne^tcd with a 
projection from the driving-wheels, the object 
of which is to prevent the engine being caught 
on a center wheu the power is being applied 
to tho aforesaid drivins-wheeJs. 

1. The circular f;anic of the forebod.y B ii 
resting upon tho axlea K K of the driving- 
wheels C, substantially as find for the pur- 
pose set forth. 

2. The fore part of the after body A A, sub- 
stantially as and for the purpose set forth. 

3. Tho inner hub W W, on the driving-axles 
K K, and its projecting arm X X, in conibina 
tion with tho projection Z Z on the driving- 
wheels C 0, subataiitially as and for the pur- 
pose set forth, 

115,786. CHARUr.S F THOMAS, AN- 
DREW J. CRAIG, and JAMES A. 
CRAIG, Jasper, and JEROME W. 
HATHAWAY, Woodhull, N. Y. Steam 
Road-Wagon. Patented June 6, 18(1. 

1. A cai Tiage oi' wagon bed supported upou 
springs and carrying a boiler and engine, or 
boilers and engines, connected, by springs and 
upright shafts and other mechanism, with the 
■rxle, when said shafts are provided with uni- 
versal joints, and allow one of the gear- wheels 
connected to the bed to slide up and down 
thereo'n, substantially as ard for the purposes 
herein set forth. 

2. In a steam road-wagon, a steering appa- 
ratus, in which one of the shafts connecting 
the wagon-bed with tho axlo is provided with 
a universal joint, and allows one of the gear- 
wheels conyected to the bed to slide up and 
down thereon, substantially as and for the 
purposes herein sst forth. 

116,151. LYSANDER BUTTON and 
THEODORE E. BUTTON, Waterford, 
N. Y. Steam Fir^-Engine, Patented 
June 20 1871. 

Our invenfion relates to the combination ol 
the boiler and works of a steam tire-engine 
with a rimiung-gear, so constructed as to dis- 
pense with a rciich or perch-pole and allow the 
forward wheels to be turned completely uuder 
the frame in srch a manner as to jilace the 
weights of the i>ar(s upon the axles and relieve 
the frame of all straiu except what is necessary 
to preserve the proper relative i>osition of the 
axles. This invention has for its iibject to im- 
prove the construction of steam fire-eugiues 
in such a way as to render them less liable to 
be injured or disabled by the giving way of 
certain parts, aud to adapt thcui also to be 
turned or managed with greater facility, ac- 
curacy, and safety, while the engineer and fire- 
man shall have access to the engine and boiler, 
respecti \*ely, as to greatly facilitate the per- 
inanenceof their duties. To thisend we arrange 
all the piirts composing the engine directly 
over the front axlo and the boilei ou tho rear 
axle, connecting the said axles by curved 
reaches or braces. Thus the front wheels may 
be turned completely round the engine, which 
facilitates turning in naiTow limits, and en- 
ables the tongue and connected parts to be 
placed out of the way of the engineer, Thi.s 
construction also allows the engineei and fire- 
man to work entirely separate or without one 
being in tho way of the other, and removes 
the weight of both engine and boiler entirely 
from the reaches, enabling them to bo made 
light 80 as to reduce the aggregate weight and 
costof the machine. The saving euectcd in 
repairs aud the increased speed with which 
our improved engines may be driven alone 
must equal or exceed in a brief period its en- 
tire cost; whereas those hitherto employed are 
continaally getting out of repair, aud are com- 
paratively heavy and unmanageable. 

We do not claim the invention of a steam 
fire-engine arranged for the forward wheels to 
turn under the frame; but 

We claim as our invention — 

The improved steam fire-eugine herein de- 
scribed, formed by "the arrangement of au en- 
gine, A, directly over the forward axle F, so 
that the wheels E £ may turn about it, aud 
the boiler B, in connection with the re.ir axle 
-G, together with the curved reaches U C. all 



constructed and arranged substantially as 
show n aud described, for the purpose specified. 

117,759. GEORGE W. FITTS, Oberlin, 
Ohio. Guide-Wheel for Vehicles. Pat- 
ented Aug. 8. 1871. 

The nature ofmymvention consistsln the con- 
stractiou of a guide-wheel for vehicles, arranged 
in sucliainanner,astogivedirectionand guidance 
to the vehicle to which it is attached. 

The steering apparatus, consisting of tho con-- 
cave circle attached to the frame, combined with 
the geared convex circle, the latter revolving with- 
in the fornier and having its axle attached thcre- 
t(», substantially as descrilipd 

119,138. MELVIN A. HALSTEAD, San 

Francisco, Cal. Traction-Engine. Pat- 
ented Sept. 19, 1871. 

This is a locomotive adapted for drawing loads 
npon onlinary roads, for rolliug and solidifying 
road material, and for other purposes. The im- 
provements refer to several points: First, the 
mode of jointing the fore to the hind portion of 
the carrage-bed, so as to give the forwar<l part 
au aptitude for turning to swerve the course of 
thevehicle; Secoud,thest«eringdevices. Third, 
the adaptation of oscillatingengiues to the pur- 
pose. Pourth.theclutchesforgivingindependent 
connection of the tbre-en^ines with one or both 
of the fore carnage wheels Fifth, theantomatic 
clutch arrangement to give facility in turning. 
' Sixth, the pinions on Ihe driving-shafts actuating 
internal gears on the djiving- wheels, which ro- 
tate uDon their axros 

1,. In a traCtiou-r»"i(ue the division of the floor 
on a segment liiie,sul)Stalitially as and for the 
purpose described. 

2, lu eoinbitiation irith a fore carriage, con- 
structed as stated in i he first claim, the steering- 
f,-ear. 

3. The combination of the oscillating-engines, 
■'A\ o-crankshaft,, i>inions, and indepeiidcutwheels, 
i'lbstautiaily as described. 

i. The combination of tho clutchesL L, pinions 
.i K, and iudependent driving-wheels, snbstan- 
tiallj- as described aud represented. 

5. The combination of the divided fioor, tlriv 
ing-shafts, osciUatiug-engines, steering-gear, dis- 
counected driving-wheels, and clutch mechan- 
isms. " 

119,878. ROBERT C. PARVIN, Phila 
delphia, Pa. Traction-Engine. Patented 
Oct. 10, 1871. 

This invention has relation to locomotives de 
.sigued to run on common roads; and the novelty 
consists in the consti-uction and iUTaugement ol 
devices whereby a locomotive^ is made to lay 
down its own track (the latter being in the na- 
ture of an endless chain) as it progresses, aud tc 
take it up again, according as each successive 
part of said track fulfills its pt'qiose. Said in- 
vention also consists in thecoustructiouand novel 
aiTangonieut of guiding-wheels, designed to be 
a(\justablo in order to guide the locomotive in 
any direction, in connection with certain ope^a^ 
ing devices, as hereinafter described. 

1. The steering-apparatus, consisting ot rue 
wheels 1 1 having independent axles, Uie lever 
I', shaft P, toothed-wheel L, and worm L^, sub- 
stantially as specified. 

2. The endless shoe-hearing baud for traction- 
engines, consisting of the short side plates E', 
the pivot,-bolts e, and the long lihks E encircling 
at each end said bolts e, substantiallv as speci- 
fied, 

4,753. ROBERT C. PARVIN, Philadel- 
phia, Pa. Traction-Engine. Patented 
Oct. 10, 1871. Reissued Feb. 13, 1872. 
Original No. ll'),878. 

My invention has reference to traction-en- 
gines ovland-carriagesdesigned foruso on com- 
mon roads and for aiding the operations of 
husbandry. It relates to that class of laud- 
carriages in which the propulsion is accom- 
plished by means of a traction-band or endless 
carrier made with feet which cross a central 
longitudinal line of the carriage ; aud the nov- 
elty consists in the peculiar cuiistructiun, ar- 
rangement, and adaptation of parts, as here- 
inafter fully described. 

Ithas heretofore been customary in the class 
of" carriages to which my ini]noveineuts per- 
tain to make the traction - band or carrier to 
extend nearly or wholly the length of the en- 
gine-bed. By this means an inunenso traction 
force is obtained; but great difliculty is expe- 
rienced in turning the machine. 

To avoid this.ditficultylconstrnct the carrier 
as short as may be found consistent with the 
traction force requir<»d, a sufficient amount of 
which, for practical purposes, is obtained from 
a band or caixier much shorter than that usu- 
ally employed. ■ By making the carrier short 
the weight of the engine and bed does not, as 
heretofore, fall altogether or mainly upon it, 
but in great measure upon the forward guid- 
ing mechanism which I have provided, as here- 
inafter fiUly described, ami these guiding- 



TRACTION ENGINES 



537 



wheals are thusalsn maUt bei*j"m|j>wlif^tlp. aiid 
■ their leverage, or giiitUngiorcf iucieased ij :. 
great degree of efiiciyucj. The exaci length 
or forward exteusiou or' the carrier Deed uoi 
be determined; for the jjurpost in quesrioD 1 
consider the carrier ioiig when the weight ft 
the bed or engine is altogether m nia'nly sup- 
ported, by the carrier, bat short wlicn therela- 
tion of carrier and guiding meclumism is such 
that the weight of the bed or engine is in great 
measure thrown upon the guidiug-wheels. 
_ It is obvious that the shorter the carriage 
the leas will t)e the space within which the en- 
gine may he turned. In order, therefore, to 
make the carriage from the rear end of the bed 
(.0 the front of the guidmg-whee.ls an short as 
possible, Iplacc the fi,-ies of the (juidiug wheels 
in tlio rear of the Ibrward !iBe of the btd 
Where a long carrier is employed, it has lit-eu 
fonnd necessary, in order to obtain suflicieul 
leverage for steering juirpo.ses, to locate the 
guide wheel or wheels in advance of the jiosi- 
tion which I have iridicat-cd, ibc-cby making 
a hirge space absolutely ni-L-r .ssary for turning. 
As I have shorteued the carj-ici aiid, by throw- 
ipg sufficient weight upon the guiding devices, 
increased their leverage, this advauced jiosi- 
tiou is not required; the axle may be placed 
as indicated, and the machine turned within 
a small space. 

1. In a land-carriage in whidi the propul- 
sion is accomplished by ai endless carrier 
made with feet wliich cross a cantral lougitud- 
iual line of the carriage, I claim constiucting 
the carrier short, as described, for the better 
guidance of the machine, as set forth. 

2. In a land-carriage constructed withashort 
cairier, for the piirjwses described, I claim thf 
employment of guiding mechanisra, substan 
tially as set forth, or equivalent. 

3. In a land-carriage propelled by an end 
less carrier, I claim the arrangement of the 
ajJe of the guiding mechanism in the rear of 
the front line of the carriage. 

' i. In a land-^jaiTiage in which the propulsion 
is accomplished by au endless carrier made 
with feet constructed to cross a central lon- 
gitudinal line of the carriage, I claim guiding 
bearing-wheels. 

5. The steering apparatus, consisting of the 
wheels 1 1, having independent axles, the le- 
ver P, shaft 1', toothed wheel L, and worm L», 
sabstantially as specified. 

6. The endless shoe-bearing band for trac- 
.tion-engiues, consisting of the short side plates 
E', the pivot-bolts e, and the long links B, en- 
circling at each end said bolts e, substantially 
as specified. 

120,8.46- NATHANIEL B. BALDWIN, 
Chicago, 111. Propelling Power. Pat- 
ented Nov. 14. 1871. 

My invention has for its object to fumish a? 
improved apparatus for drawing plows, wagons, 
reapers^ mowers, and other machines, and foi 
propelbng thrashers and other statiouary ma 
chinery, and which shall be simple in construe 
tion, eflflcient in operation, and easily controlled 
and it consists in the construction and couibiua 
tioJi of various parts of the apparatus, as here 
jnafter more fully described. 

1. The combination of the ways It and curvefl 
plates S with the osciUating steam-cylinders F 
and stationary steam-pipes T, substantially as 
nerem shown and described, and for the purpos* 
set forth. 

2. The combination of the ratchet-wheels L 
pawls M, and levers N with the axle or shaft K 
and piston-rods O of the pivoted steam cyliu 
ders P, substantially as herein shown and de 
scribed, and for the purpose set forth. 

3. The combination of the standard B' and 
pivoted and slotted cross-bar C with the leven 
TS and piston-rodsO of the pivoted steam-cylin 
ders P, substantially as herein shown and de 
scribed, and for the purpose set forth. 

122,849. ROBERT C. PARVIN, Phila 
delphia. Pa. Traction-Engine. Patented 
Jan. 16, 1872. 

My invention has reference to traction-en- 
gines, and particularly to that described in the 
Letters Patent granted me bearing date Octo- 
ber 10, 1871. My improvements are fourfold; 
and consist, first, in an improved construction 
of the guiding mechanism, having reference to 
the arrangement hereinafter fully described, 
whereby I am enabled to raise and lower the 
right-hand wheel and axle of the engine as may 
be found necessary and conveuient, 

1. The slotted guide-block c, substantially 
as shown and set forth. 

2. The pivoted axle C when made vertically 
adjustable along its entire length. 

3. The combination of the bolt a' with thi 
axle 0, when said bolt is so constructed and 
arranged as to allow the axle to both slide and 
turn thereon, as set forth. 

i. In combination with axle C the lever T) 
p-ovided with the curved brace d'. 



5. Jiii. r:dg:6f . contiriul.'d sabsiiinti:Wl> as 
shown and described. 

€. The improved cmsti uciiiiu <if the recesses 
h and /i', made to conform to ihe shape of the 
ridi.e, .IS and /or the pui-j>.>.-ie described. 

't. The recess h', mad*.* iK*; .^hown and de- 
scribed, to .admit a lateral play of the ridge 
F, a? set forth. 

S. The link E consvructid with wings g, as 
described and shown, for the purpose specified. 

123,395. JOHN GREENSLADE, Hlcc 
ple-ne.'ir-Waldron, t,,ngland. Traction- 
Engine. Patented Feb. 0, 1S72. 

My improvenionts are designed for rendciiiig 
lrartion-cnf;i'ics,csi)ocially those used on com- 
mon londs, well suited for descPi.Hmg or ascend- 
mr stoop inclines by mounting the boiler to- 
{(iMierwith the engine, so that it maybe main- 
lainod in a horizontal pn.^ition, and thus keep 
Hie water alway.^ at the .SHire level whatever 
may be the inclination of the framing, wbeie- 
by i prevent Ibe prinii'ig of the engine, as well 
:is injury to the fire-box and tubes from ex- 
cessive heat, sued iis is the cjvse when the boiler 
is tixed to the framing in the usual manner 

Toetl'ect the above object I adopt the follow- 
ing means: I connect the boiler and working 
parts of the engine so that they may all'move 
together, and provide the boiler to which the 
said working [larts are attached with pivots, 
trunnions, or an axis or axes, placed at or near 
the center or otherwise, so that one end of the 
boiler iiiiiy counterbalance the other. The en- 
gine and iioiler may oscillate in bearings on the 
frame- work, which isprovided with driving and 
steering wheels, as iisnai. The position of the 
boih'v can be regulated by means of a screw or 
screws mounted to the foot-plate and working 
in nuts carried on the rear end of the boiler, or 
the boiler may be adjusted in other equivalent 
manner by means of which its rear end can be 
raised or depressed, as required, according as 
it is ascending or descending an incline. The 
front endof the boiler is ako suitably supported 
.'or the purpose of avoiding undue strain on the 
oscillating beariiigsorfraniingwhen the engine 
is in inotiou. The cylinder may be mounted in 
any oonvenient position, and motion is tians- 
mi'tted therefriim to the driving-wheels by 
means of cliaiu or other gearing through the 
medium of a pulley mounted on one or both of 
the boiler-trunnions, pivot.*, or axle or axles, 
iefore mentioned, which is prolonged to form 
an axis for the pulley, or any other equivtilent 
arrangement in.ay be adopted. By the above 
means the working of the engine is not in any 
way affected by the variable positions of the 
lioiif L The pulley for transmitting motion to 
the diiviue-wlieels being mounted at the cen- 
ter of osciluitiou of the boiler, the distance be- 
tw een the main shaft ;ind dri ving- pulley, a i' well 
as the strain, is at all times the same. The car- 
riage and boiler can be carried on springs oi 
not, ,is desired. These engines will be found 
very serviceable for the "work performed b} 
portable engines. One or more windlasses can 
be attached under the fraine-work,'aud can be 
driven by suitable gearing from the interme- 
diate wheel, rendering them more suitable for 
agricultural or other like purDOse.s. 

f do not claim the placing of a boiler on trun- 
nions, axes, or centers except when arranged 
so as to combine with and oscillate at the same 
time as the working parts of the engine ; noi 
do 1 claim the details per .se and apart from tht 
purposes of my said invention ; nor do I limi-<. 
myself to the precise form and arrangeihent of 
such details; but 

1. The boiler of a movable engine, when con- 
nected with the driving-engine or shaft, and 
hung in trunnions to be adjustable to varying 
degi'ees of inclination, as specified. 

2. The combination of the pivoted boiler a 
with the front screw m and rear screws o o, sub- 
stantially as and for the purpose herein shown 
and described. 

124,574. WILLIAM W. HANSCOM, 

San Francisco, Cal. Traction-Engiiie. 

Patented Mar. 12. 1872. 

My invention relates to improvements in 
applying power to the wheels of steam trae- 
tion-eugines and carriages, by which I am en- 
abled to dispense v/ith internal gearing, and 
apply the power by means of cranks du-ectly 
to the traction or bearing wheels; and it con- 
sists in the employment of a hydraulic cylin- 
der, suitabl,v connected with a crank or cranks, 
which are ri;;id!v fixed to the wheel center oi 
hub. 

The hydra uli<- cylinders are operated by one 
or more steam-piunjis which are connected 
with the boiler, the cntireimprovement neces- 
sitating changes in the coustvuetion of the 
machine more fully iiiiistrated below, refcr- 
'^nce being had to tlie accompanying dra,w- 
iug forming a part of tliis snecittcation. 

1. The pump above described, consisting of 
the steam-cylinder e and water-cyHnders / /, 
connected as described, for the purpose speci- 



:.'. Dining the wheels C by meaa.i i>t' the 
steam-cylinder c, one or more water prc..*snve 
cylinders /, pitman i, and' crank *7, sulistati- 
tially ns abeve described. 

3, The tubular Iranio A, when employed as 
a water-tank, in conibinatimi witii tin- boiler 
B. substantially as above sjieiifieil, 

126,842. JOHN H. SMITH, Siiell 
Mound, Miss. Traction-Engine. P.it- 
entcd Mav,14, 1872, 

The combination and arrangement of the 
boiler K, engines L' M, piston-rods e, cross 
heads N, pitman O, crank P, cog-wheels .TiS, 
eccentric-rods /, slides h, bar 7(, rock-shafc ■'^ 
and 11, with the frame mounted upon wheels, 
all substantially as and for the purposes set 
forih. 

127,143. WILLIAM C. BI8B, Madison, 

Ga. Traction-Engine. Patented May 

28, 1872. 

The object of my invention is to furnish a 
power -wagon which may be propelled by 
steam, gas, or air, for general use, but more 
especially for traction purposes; but may also 
be used as a stationary power for thrashing 
grain and other light work. 

The first part of my invention relates to the 
combination of a rotary engine with a counter 
shaft for propelling a steam road-wagon, to be 
used either as such singly, or for traetioi. pur- 
poses for the road, o", plowing and ii-iping- 
'ijie second part of mj invention relates ti. llis 
swivel connecting the frame or body to tlic 
ftont axle, and so arranged as to allow the 
free movement of the axle in steering, and to 
provide for uneven roads. The third part of 
my invention relates to the use of India-ru'B- 
ber springs placed underneath the frame, both 
in front and rear, to relieve the concussion as 
the wagon passes over uneven siirfeces. 

I am aware that rotary engines have been 
applied to railroad locomotives: but 

What 1 claim, and ask that Letters Patent 
may be granted to me for, is — 

The combination of rotary steam-engines, 
attached to the front and rear countershaft, 
connected with the boiler by means of tubes, 
sabstantially as and for the purpose hereinbe- 
fore set forth. 

127,507. OLIVER A. OLMSTEAD, Se- 

bastopol, Cal. Traction-Engine. Pat- 
ented June 4, 1872. 

This invention has relation to traction en- 
gines, and consists in the construction and 
novel anangement of the rolling tracks and 
propelling devices of an engine adapted to 
run on common ro.ads or on ordinary ground, 
and designed for the purpose of conveying 
freight, drawing agricultural implements, &c. 

1. The combination and arrangement of the 
internally-toothed rings or rolling tracks B, 
driving-wheels 0, pinions D, pulleys B G'. 
belts or chains F, and clutches e <?, substan- 
tially as and for the purpose specified. 

2. The combination of the antifriction roll- 
ers K', shafts I, pulleys J K, belts J', and 
driving-shaft G, with the internally- toothed 
rings or rolling tracks B, their propelling 
mechanism, and the pivoted bars L, depressed 
by springs M', all constructed and arranged 
substantially as specified. 

3. A traction-engine, constnicted in two 
hinged or pivoted sections A A', and provided 
with the toothed "fifth wheel" O, pinion P, 
rod P', internally-toothed rolling tracks B, 
driving-wheel C, pinions D, pulleys E G', and 
belts or chains F, substantially as specified. 

130,085. GEORGE W. TIBBLES, Hud- 
son. N. Y. Traction-Engine. Patented 
July 30, 1872. 

This invention relates fo the manner of 
driving vehicles by means of feet acting on 

d^criM " " '""''"'' '"■'■""•''■'«'■ ™»r« ^""y 

1. T.^e combination of the rod D, with its 
extending curved end acting against the 
spring-cam H fastened on the slotted pendn- 
lum-lever G, and the stationary pin K, as 
and for the purjiose herein described. 

2. I claim the rod H, crank O, and spring- 
cam H, by means of which the pendnlum-lever 
G is forced to the ground and raised np, as 
described. 

135,128. DANIEL W. KELLOGG, Bat- 
tle Creek, Mich. Traction or Portable 
Engine. Patented Jan. ^i, 1S73. 

The first part oi ;ny mi i unon relates to a 
I'Ovel construction of the clutch devices by 
means of wiiich the valve eccentric is oper- 
ated. The second part of tlie invention con- 
sists ii: connecting one of the traction or driv- 
ing wheels with its driving-shaft by means of 
-a clutch, or its equivalent, in order that when 



588 



TRACTION ENGINES 



tbo engiue is moving aroiinil a curve I can de- 
taub one wheelidriving by tbe other only, tbus 
avoiding the slipping of one wheel and the con- 
sequent Rtiain of the parts. The third part of 
the invention relates to the construction of the 
devices for hanging tbe intermediate shaft 
and for imparting the desired tension to the 
chains of the driving-wheels. Tbe invention 
further consists in certain details otcoustruc- 
tion, which will be fully set forth. 

I am aware that ribs or corrugations have 
been employed upon tbe tread of wheels to in- 
crease their traction; but 1 regard these chains 
as being preferable, because I canremovethem 
when the road is in suitable condition, and 
leaving the face of the wheels smooth, and 
thus avoiding tbe jarring consequent upon tbe 
use of the ribs. 

I am aware that the valve motion in en- 
gines has been reversed by means of a mova- 
ble cam or tappet driven by a clutch ; hence 
I do not wish to claim such a combination 
broadly; but my devicedift'ers from those here- 
tofore used. As I employ an eccentric and a 
sliding valve, there is no tendency to move 
the eccentric c in a direction contrary to that 
in which it is being driven ; therefore I can 
connect my clutch rigidly with the driving- 
shaft, and dispense with all lateral movement 
of either eccentric or clutch. 

1. The combination of the crank-shaft C, 
the eccentric c mounted loosely on said shaft, 
and the clutch or shouldered collar c' secured 
rigidly to tlio shaft, these parts being con- 
structed and arranged to operate as set forth, 

2. The combination of crank-shank C, loose 
eccentric c, clutch c', band-wheel c', governor- 
wheel &', and a connecting-belt, substantially 
as described. 

3. In combination with the shaft E and its 
hangers, the supporting-rods g attached to the 
front end of the boiler, to relieve the central 
portion of the boiler from undue strain, sub- 
stantially as described. 

4. The combination of the shaft E, jointed 
hangers G G', and adjustable rods g, substan- 
stantially as described, and for the purpose 
set forth. 

5. The combination of engine-shaft C, spur- 
red wheel D, second shaft E, spurred wheel 
D' with the traction and supporting wheels B', 
spurred wheels E' E' and their connecting- 
chains, whereby the power of the engine may 
be applied either to propel tbe engiue or to 
drive machinery, substantially as described. 

0. The combination of the chains 6^ with 
the wheels, for the purpose of increasing the 
traction, substantially as described. 

J35,825. ANDERS LINDELOF, Brook- 
lyn, N. Y. Road-Roller. Patented Feb. 
11, 1873. 

This invention consists in a novel means of 
supporting the steering-roller or rollers and 
■ of providing for its or their adjustment to va- 
rying grades or inequalities of ground surface, 
whereby, while every facility is afforded for 
steering, said rollers are made to accommo- 
date themselves to changing irregularities ol 
surface, with a full or e.^tended bearing of the 
same on the ground and without undue strain ; 
also, whereby, when the roller is divided, both 
rollers may be arranged in close proximity 
to each other, end to end, and-with outside 
bearings, subject to the control of the steer- 
ing device from a central position over the 
rollers. 

1. The steering roller or rollers connected 
with the main frante by a cross-joint or i)iii, 
in connection with the king-bolt, by which 
they are steered, to provide for a free or uni- 
versal adjustment of said rollers, substantial 
ly as specified. 

2. The yoke or saddle D constructed to form 
outside end bearings to the steering-roller or 
its axle, in combination with the crossjoint 
or pin / and the king-bolt d, connecting the 
steering-roller or rollers with the main frame, 
essentially as herein described. 

143,028. LOFTUS PERKINS, Seaford 
Street, Gray's Inn Road, England. Trac- 
tion Engine. Filed Jan. 21, 1873. Pat- 
ented Sept. 23, 1873. 

In constructing a locomotive or traction en- 
gine, according to my invention, I mount the 
boiler steam-engine, and, also, in some cases, 
an air snriiice - condenser, upon a horizontal 
circular frame embraced by a horizontal ring, 
within which it is capable of being revolved. 
The circular frame is supported on one broad 
central driving-wheel, which forms tbedriving- 
wheel, and the boiler-engine and condenser, 
if there be one, are balanced appro.\iniately 
around the wheel. The ring within which the 
circular frame turns m.ay either be formed at 
one end of a carriage-frame, or the ring may 
be provided with short arms or shafts, by 
which it may be attached to a carriage. When 
the ring forms part of a carriage-frame the 



carriage-frame may have inounted upon it the 
air-surface condenser for condensing the ex- 
haust steam from the engine. The steering 
or guiding of tbo engine is effected by turning 
it in the ring which encircles it, and this may 
bo effected by a worm and worm-wheel, or by 
other arrangement of gearing. Locomotive 
or traction engines with more than one driv- 
ing-wheel may also bo similarly constructed, 
so that each driving-wheel, with its driving- 
gear, steam-engine, and bodcr, may he capa- 
ble of turning in a horizontal ring ou the fitim- 
ingof the machine. At Figures 1,2, and 3 of 
the drawings annexed I have shown a loco- 
■..lotive or traction engine, such as is above 
described, in which the boiler - engine and 
driving-gear are carried upon a circular frame 
embraced by a horizontal ring at one end of 
a carriage-frame, which carries an air-surface 
condenser. 

1. Tbe combination of the circular frame, 
the boiler and engine mounted thereon, the 
central driving-wheel which supports the cir- 
cular frame, the main carriage-frame, and the 
horizontal ring rigidly secured to the main 
carriage -frame and connecting the circular 
frame and main carriage-frame, the whole con- 
structed to operate substantially qs before set 
forth. 

2. The combination of the circular frame, 
tbe boiler and engiue mounted thereon, the 
••entral driving-wheel which supports the cir- 
cular frame, tbe main carriage-frame, the con- 
denser mounted upon the said main carriage- 
frame, and the horizontal connecting-ring rig-- 
idly secured to the main frame, the whole con- 
structed to operate substantially as before set 
forth. 

144,271. JAMES S. FRENCH, Alexan- 
dria, Va. Locomotive. Filed June 7, 
1873. P_atented Nov. 4, 1873. 
This invention is an improvement upon the 
device patented by James S. French, April 19, 
1870, No. 102,107, which consisted in the em- 
ployment of grooved driving-wheels having 
wedge-shaped grooves, upon locomotives, for 
the purpose of increasing adhesion to the track 
without correspondingly increasing the weight 
of the wheel or engine. My present improve- 
ment consists in adapting the pair of dri\ing- 
wheels thus grooved to be raised and lowered 
at pleasure by the engineer; and my object in 
thus constructing the locomotive is twofold, 
viz: First, to enable the engineer to raise the 
grooved wheels out of the \way when passing 
switches, frogs, or other obstructions, also 
- when passing short curves, so that a locomo- 
tive can turn almost any curve, however short, 
Avithout danger of running li'om the track, or 
of straining the wheels; secondly, to enable 
him to apply the grooved wheels to the track 
at the inclines, and when great adhesion is re- 
quired, but to hold them suspended out of con- 
tact \vith the rails at other times. 

T'he hoisting apparatus shown in Fig. 2 is 
not intended to represent the de\ices which I 
sltall employ in practical working locomotives, 
but only to show the principle of the inven- 
fion, and one mode of carrying it into practice. 
Another mode is to secure an eccentrically- 
slotted plate to each end of the shaft worked 
by the lever, and attach a pin to the axle-box, 
so as to project into or through the slot and 
rise or fall as the lever is raised or depressed. 
The de\ice is very simple and effective; and 
the wheels, whether raised up or pressed down, 
may be kept in place by a catch holding the 
lover. If it be prefcired-to raise or depress 
the wheels by steam, then a small cylinder 
ni,^y be secured to the frame-work of tbe en- 
gine, the piston-rod of which shall connect 
\vith the lever, and the valve of the cylinder 
be operated by a rod placed within easy reach 
of the engineer. I do "not, however, regard 
the means for hoisting as essential, but con- 
sider myself at liberty to tise any practicable 

means whatever without thereby departing 
from the spirit of the invention. The amount 
of power requii'ed to raise and lower the wheels 
will be very small, and can be applied to great 
advantage, as- there is abundant room for lev- 
erage. The handle of the working-lever should 
always be in the cab Avithin easy reach of 
the engineer. Tliis invention is particularly 
adapted to narrow-gage railroads where the 
grades are liea\'j^, the running-gear light, and 
heavy locomotives are not practicable. On 
such roads, the weight of the engine is not 
sufficient to give it the requisite tractpn 
l)0wer, which must be supplied by causing tlie 
wheels to adhere to ^he track by mechanical 
means. But this necessity for greater -adhe- 
sion is not constant or uniform, and the ap- 
paratus should be always under the complete 
control of the engineer, who should be able to 
apply it to any extent required, or dispense 
with it altogether, whenever and as long as 
be deems best. The invention herein described 
is believed to answer all these requirements to 
ts complete an extent as is practicable. The 



-cost of thus constructing a locomotive is little, 
if any, more than that of constructing an old- 
fashioned one of the same size. It requires 
_iio additional central rail, and no new or pe- 
culiar fonn of rails, but is adapted to any rail- 
road as now constnicted, and to any form or ■ 
size of locomotive. 

1. The pair of adjustable grooved driving- 
wheels C C!, in combination with the common 
driving-Fheels B B and the connecting-rod d, 
substantially as described, for the purposes set 
forth. 

2. The combination of the common driving- 
wheels B B with the grooved driviug-wheels 
C 0, the connecting-rod d, the ctirved goide m, 
and the hoisting apparatus E or its equivalent, 
substantially as and for the purposes herein 
described. 

3. One or more pairs of ordinary driving- 
wheels connected with a pair of wedge-shaped 
grooved driving-wheels, which may be lifte<l 
above the rails, or pressed down npon the 
rails, at the will of the engineer, substaAtiall^y 
as described. 

144,467. NATHAN W. MENDEN- 

HALL, Dublin, Ind. Traction-Engine. 

Filed Sept. 25, 1872. Patented Nov. 11, 

1873. 

My invention relates to an improvement in 
general -purpose engines, arranged in such 
manner as to adapt it to locomotive or sta- 
tionary purposes with equal facility, and hav- 
ing the tank attache<I to the boiler in such 
manner as to prevent freezing. The wheels 
being finnly attached to tbe axles, the axles 
revolve in the bearings independently of each 
other, allowing each wheel to turn backward 
or forward, as may be desired, witliout any 
reference one to the other, or they may both 
move forward or backward simultaneously. 

1. The combination of the intermediate shaft 
W, bevel-wheels 7 k ra, sleeve (, clutches h and 
i, the channel-pulleys s s, driving-wheels A' A', 
pulley C on the intermediate shaft W, xmlley 
D' on the sleeve, and the chain-belts V V, sub- 
stantially as set forth. 

2. In combination with the elements em- 
braced in the foregoing clause, clutches * and 
i, whereby one or both the driving-wheels may 
be stopped without stopping the engine. 

- 3. The intermediate shaft W, carrying the 
sleeve <,-having the bevel-wheel I; channel- 
pidley p, clutch j, and channel-pulley D', in 
combination with the channel-pulley r on the 
crank-shaft X, and the pulley « on the driv- 
mg-shaft L, substantially as set forth. 

4. The combination of the foot-lever o, spring 
b, and rocking-lever d with the clutch i and 
channel-puUey D', whereby the driving-wheel 
A' may be stopped and started at will, sub- 
stantially as set forth. 

5. The combination of the grooved pulleys 
L' and F, chain-belt G, circular plate K, lever 
H, stud I, spring B, and caster- wheel E, 
whereby said caster-wheel may be guided or 
heldstationaryativill.siibstantiallyassetforth. 

9,819. NATHAN W. MENDENHALL, 

Spiceland, assignor to Gaar, Scott & Co., 
Richmond, Ind. Traction-Engine. Orig- 
inal No. 144,467. Patented Nov. 11, 1873. 
Filed Mar. 11, 1881. ' Reissued July 26,. 

1881. 

The present inveutiou relates to improve- 
ments in that class of engines which are spe- 
cially adapted for agricultural purposes, such 
as drawing plows, wagons, &c.» and which, 
when at rest, can be used for driving thrash- 
ing, sawing, and other machinery. 

The chief object of the invention is to fur- 
nish means for permitting differential move- 
ment of the traction - wheels, as is required, 
for instance, when the engine turns a corner 
or travels in a curved path, in which case one 
wheel should travel faster than the other. 

Another object of tbe inveutiou is to cause 
the tractton-wbeels to revolve at a uniform 
rateofspeed whentravelingonstraightroads, 
and to permit either one of the wheels to be 
maintained at a state of rest for making short 
turns of the engine, and, furthermore, to pcr- 
permitboth traction-wbeels to be stopped wi(h- 
|U!t discontinuing the motion of tho engine. 

1. In a traction-engine, the combination, 
with two independent traction -wheels, each 
provided with a main gear-wheel or pulley, of 
a counter-shaft extending transversely across 
the engine-frame, and having at its ends re- 
spectively a fast and a loose gear-wheel or 
pulley in gear with the main gsar-wheoU or 
pulleys of the traction-wheels, a crank-shaft 
driven by the engine, and inteimediate con- 
trollable connecting devices between the said 
crank-shaft and the loose gear-wheel on the 
counter-shaft, whereby said loose gear-wheel 
cao-be thrown into and out of gear with the 
gear-wheel or pulley of the traction-wheel, sub- 
stantially as described. 

2. Inatraction-engine,thecombiDatiou,with 



TRACTION ENGINES. 



589 



independent track or traction wheelst each 
provided with z. main gear-wheel or pulley, of 
a connter-shaft extendiug contiauoasly across 
the engine-frame, and having at one end a fast 
gear-wheel or pulley in gear with the gear- 
wheel or pnlley of one trucli: or traction wheel, 
and at its other end a loose gear-wheel or pnl- 
ley in gear with the gear-wheel or pulley ol 
the other track or traction wheel, and a gear- 
wheel or pulley driveu from the crank-shaft of 
the engine and arranged to connect wither 
release-the loose pulley on the counter-shaft, 
substantially as descrihctl, 

3. In a traction-engine, the combination of 
independent traction - wheels, each provided 
with ri main gear-wheel or pnlley, a connter- 
Lshaft extending transversely across the engine- 
frame, and having at its ends respectively a 
fast and loose gear-wheel or pnlley in gear 
with the respective gear-wheels or pnlleya ot 
the traction -wheels, a transverse crank-shaft 
driven from the engine, and a controllable de- 
vice between the crank-sbaft of the engine and 
the loose puUej'on the counter-shaft, whereby 
the hitter may be released or driven at the 
will of the operator, substantially as described. 

4. In a traction-engine, the combination of 
independent traction- wheels arranged outside 
the engine-frame, and each provided with a 
main gear-wheel or pulley, a counter-shaft ex- 
tending continuously across the engine-frame, 
and its ends provided respectively with a fast 
and a loose gear-wheel or pulley in gear with 
the respective traction ■ wheels, a transverse 
crank-shaft driven by the engine, and a gear- 
wheel or pinion driven by the said crankshaft 
and adapted to be thrown into and oat of gear 
with the loose gear-wheel or pulley on the 
counter-shaft, substantially as and for the pur- 
pose described. 

5. In a traction-engine, the combination of 
independent traction -wheels, each provided 
with a main gear-wheel or pulley, a connter- 
abaft extending continuously across the- en- 
gine-frame, and provided at its extreme ends 
respectively with a fast and a loose gear-wheel 
or pulley, chains or belts connecting said fast 
and loose gear-wheels or pulleys with the gear- 
wheels orpulleys of the traction-wheels,acrank- 
ahaft driven by the engine and in gear with 
the counter-shaft, and a controllable device be- 
tween the crank-shaft and the loose pulley on 
the crank-shaft, substantially as and for the 
purpose described. 

6. In a traction or portable engine, the com- 
bination of the counter-shaft W, bevel-wheels 
jk m, sleeve ^, clutches h and i, pulleys s s, trac- 
tion-wheels A' A', pulley C' on the counter- 
shaft W, pnlley D' on the sleeve, and the 
chains or belts VV, substantially as set forth. 

7. The sleeve (, having the bevel-wheel fc, 
grooved pulley 2>, clutch «, and grooved pulley 
1)', in combination with the counter-shaft W, 
grooved pulley on the engine-shaft X, and the 
pulley « on the'traction-wheel shaft L, sub- 
stantially as set forth. 

8. Thecombinationof thefoot-lever«,spring 
6, and rocking lever d with the clutch i and 
grooved pnlley D', whereby ibe traction- wheel 
may be stopped and started ' will. 

9. The combination of the grooved puUeyp 
L' and P, endless chain or belt G, circulaj 
plate K, lever H, pin or stud I, spring R, ami 
caster-wheel B, whereby said wheel may bo 
guided or held stationary at will, as and for 
the purpose set forth. 

147,927. DAVID FRAZER, Newburg, 
N. Y. Locomotive. Filed Apr. 5, 1873. 
Patented Feb. 24, 1874. 
in this example of my inveutiqu, I show a 
steam-boiler with comitound engines as a mo- 
tive power; but I do not confine myself to any 
form of engine, or kind of motive power, the 
appai-atns ar.d attachments Iierciuafter de- 
scribed beiiig' designed to facilitate the movc- 
jnents of locomotives in running on tlie ti-jick, 
turning corners, and starting and stopiiiiis:. 

1. Tlic combination of the diiving-shaft C, 
couplings J J^ bevel-whcola D I), vertical shaft 
F, wliccls E and U thereon, and wheel 11 oi- 
the axle, v?ith the truck of a locomotive, sub 
staiitially as and for the purposes described. 

2. The roUei-s E and tnrii-table 0, in contbi- 
nntibiL with the truck of a locomotive, as and 
fotthe purposes describeil 

154,846. EDWARD P. COWLES, Weg- 
mock, Wis. Traction-Engine. Filed 
May 1, 1874. Patented Sept. 8, 1874. 
The invention relates to the construction of 
■wheel hubs and axles, whereby the wheels arc 
adapted to be vibrated or adjusted with ref- 
erence to the direction of motion of the engine. 
It also relates to the means for effecting the 
adjustment; and, lastly, to an arrangement for 
varying the speed, as hereinafter described. 

1. The combinationoftberock-shaftE, arms 
S, rods T, and slotted blocks P, with the axles 
B and wheels F, adapted to be adjusted or vi- 
brated onthe axles. a« shown and described. 



^. Thaioumbination, with the axles B. hav- 
ing spherical bearings 2S, of toe wheels F, 
having hubs provided with a CQoici^l.bore, as 
and for the purpose specified. 

3. The combination, with the axle B and 
gear-train G, of the swingingcounter-shaft X, 
pinion Y, and wheel Z, for varying the speed, 
as shown and described. 

157,904. NEHEMIAH S. BEAN, Man- 
chester, N. H. Self-Propelling Engine. 
Filed Nov. 7. 1874. Patented Dec. 22, 
1874. 

J^etters Patent were isp'icd to me, INo. 75,348, 
March 10, 1868, for self-propelling engine, in 
which the hind wheels, loose on the axle, 
wore driven through the agency of a chain 
or chains and sprocket - whct-ls ; and this 
present invention relates to mechanism for 
driving lire-engines or other land-carriages, 
and consists in the application to the axle 
and one hind wheel of the carriage of bevel- 
wheels adapted to be engaged by pinions ou 
n driving-wheel, all substantially as herein- 
after described, so that, when desired, the 
wheels may be driven at diflcrent velocities, 
as, for instance, when the vehicle is moving on 
a curve or is bein^turned. 

This invention is applicable for propelling 
any laud-car riaere. 

1. The combination, with the axle of a car- 
riage having a fixed bevel-wheel, of the loose 
wheel having an attached bevel-wheel, and 
the loose driving-wheel having loose pinions, 
to operate substantially as described. 

2. The combination, with the frame and 
cross-bar, of the toothed wheel i, worm-gear 

j^ its shaft and bevel-pinion w, and ehaft o 
and pinion tij for controlling the movement 
of the carriage, as and for the purpose set 

.forth. 

158,595. WILLIAM C. LUCE, Fort By- 
ron. Ill Traction-Engine. Filed Aug. 
18,1874. Patented Jan. 12, 1875. 

1. In combination with the uprights D and 
rails B and O, the floor E, supported from the 
same by the supports M, for the purpose set 
forth. 

2. In combination with traction-wheels or 
ritna without hubSj'prdvided witfTliTtcmal seg- 
mental racks, the geared wheels H, shaft G, 
and shifting devices, substantially as specified. 

3. In combination with the main frame of a 
traction-engine, the tractior-frame V, sub- 
stantially as and for the purposes shown. 

4. In combination with the wheels or rims, 
geared wheels H and shatc G, the shaft K 
and pinions J, substantially as specified. 

158,923. RILEY R. DOAN, Sacramento, 
Cal. Road-Engine. Filed Jan. 2, 1875. 
Patented Jan. 19, 1875. 
My invention relates lO certain improve- 
ments in that class of machines known as 
road-engines; and it consists in so connecting 
the eugine-bearingportionof the machine with 
^he front or steering part that the di'iving-belt 
wheel upon the latter will always remain in 
the proper position to receive the belt from 
the former, whatever angle and direction may 
be given to the machine. The chains and 
wheels for receiving and imparting motion 
from the engine are also of novel construc- 
tion. 

1. The combination of pulley If , having rigid 
bearings and slotted socket M, with shaft J, 
ball L, and projections r r, substantially as 
set forth. 

2. A traction-engine, in combination with 
the four traction and bearing wheels H and I 
and universal joint, consisting of socket M , 
and ball L, with projections r r, so that wheels 
T can exert their tractive power when turned 
to an angle with the wheel H, substantially as 
set forth. 

161,217. GEORGE T. ELLIS, Oswayo, 
Pa., assignor of one-half to A. Lord, same 
place. Road-Engine. Filed Jan. 23 
1875. Patented Mar. 23, 1875. 
This invention pertai'>s to that department 
)f land-conveyance in which steam is employed 
,is the n^otive power tor driving carriages 
iidapted to common roads; and the object of 
the invention is to improve such carriages — 
first, so that they can be turned, guided, and 
lianUIed more quickly and easily; secondly, so 
that tlie ])Ower can be increased at will on as 
conding and descending grades, or when a 
greater rt-eiglit is carried, and decreased un- 
der the reverse condition.'^;, thirdly, so as to 
avoid the necessity of heavy traction-engines; 
fourthly, so as to secuie coinplcte and instant 
adjustabibty of the 'boiler and lurnace to any 
inclination of the roiul-bed; fifthly, so as to 
'ispenso with the necessity for brakes, and 
.vet control the movement of the wheels with 
iricreased power, efficieiicy, aMd certainty; 
and, sixthly, so as to secure increased economy 



in tliernuning expenses of the system of land- 
conveyance referred to. To those several ends 
the invention consists, first, in a novel and 
improved mode of changing the direction of 
tlio steering or pilot wheels of the traction- 
uhgine; secondly, in the application of the 
driving-power directly to each wheel tUrough- 
out the train, so that every wheel becomes a 
ilriving-wheel when the carriages are in oper- 
ation, and so as to dispense with all brakes; 
thirdly, in constrncting said driving-wheels 
so that they will have a limited play or inde- 
pendent movement on thoir respective axles 
to facilitate the turning of slight ourvesj 
fourthly, in constrncting said driving-wheels 
so thiit, when turning a sharp curve, one of 
the wheels on each axle will, while passing 
the curve, automatically become independent 
of it^s axle and rotate freely thereon; fifthly, 
in constructing said driving-wheels so that 
the outer wheel on the curve will continue di- 
icctly cormected to the driving-power, while 
the inner one is temporarily disconnected 
therefrom, as above referred to; sixthly, in 
adiipting the locomotive to the employment 
of the rotary furnt of steam-engine, and com- 
bining such engine therewith in such a man- 
ner that the steam-power is applied directly 
to a shaft extending the whole length of the 
carriage or train, and connected directly with 
the driving-wheels on the several carriages; 
seventhly, in combining the shaft driven di- 
rectly by the engine with a shaft to drive the 
carriage-wheels, and means for increasing the 
power and decreasing the velocity, or decreas- 
ing the powet and increasing the velocity, at 
which the former shall drive the latter, at the 
will of the engineer; eighthly, in suspending 
the boiler and furnace from a support, on 
which they shall bo free to swing, so as to 
maintaiu their horizontal position whatever 
may be the inclination of the road-bed or 
ground on which the carriage is stauding or 
moving; and, ninthly, in the various combi- 
nations and details of construction, as herein- 
after specified and claimed, by which the sev- 
eral principles of operation above referred to 
are economically and successfully carried into 
practical operation. 

1. The combination of the pilot-wheels, the 
rigid part of the axle, and the movable parts 
of the axle, pivoted to snch rigid part, and 
having the wheels attached to their outer ends, 
while to their inner ends power may be ap- 
plied from the steering-wheel, substantially as 
set forth. 

2. The combination of the pilot-wheel, the 
rigid part of the axle, and the movable part 
of the axle, pivoted to the rigid part in the 
line of draft of the wheel, substantially as 
and for the purposes set forth. 

3. Tlie combination of the movable parts 
of the pilot-wheel axles with the guide-plate 
K^,barsK',aud steering-wheel H, substantially 
as and for the purposes set forth. 

4. The combination, in a locomotive- car- 
riage, of driving-wheela and axle with a longi- 
tudinal driving-shaft and a rotary engine, 
having its axis longitudinally of the carriage, 
so that the power can be applied to the driv- 
ing-wheels directly from the engine-shaft, or - 
from a shaft connected to the engiue-shaft 
by straight gearing, substantially as set forth. 

r. Thecombinationof the engine-shaft with 
the parallel driving-shaft IP and the friction- 
wheel gearing, for communicating motion from 
one shaft to the other, substautially as set 
forth. 

6. The set of pulleys of different sizes on the 
engine-shaft, combined with the set of similar 
pulleys on the driving-shaft, and the set of ad- 
justable intermediate friction-wheels, by which 
the power or speed of the driving-shaft can be 
varied at will without varying the power or 
speed of the engine-shaft, substantially as set 
forth. 

'7. The combination of driving-wheels and 
axle with a driving-shaft passing above or be- 
low the axle, and communicating power by 
means of a crown-wheel atxd beveled oblique- 
toothed gearing, for the purpose of driving 
the carriage, substantially as described. 
' 8. The combination of the carriage-frame, 
the driving-wheels and axle, the longitudinal 
driving-shaft, operated directly from the steam- 
engine, and the crown-wheel and bevel-gear, 
to apply the power at the front edge of the 
crown-wheel, for the purpose of lifting the car- 
riage-frame on its bearings on the axle while 
the carriage is running, and by the power ap- 
plied to drive the same, substantially as set 
for'.' ^ 

9. The combination of the driving-wheels 
and axle, the Icngitudinal driving-shaft, and 
the two bevel gears the driving-shaft being 
capable of slidii-.g endwise, so as to apply the 
pr)wer to the front edge of the crown-wbeel, 
whichever way the carriage may be moving, 
sulistantialiy as set forth. 

10. The combination of driving-wheels, driv- 
Jng-shaft, and sliding- clutch cottiicetion, by 



590 



TRACTION ENGINES. 



-r 



wbiuU the wheels can be made to rim with 
the shaft backward or forward, or iiKlopoiid- 
eudy on it, substantially as set forth. 

11. Driviug-wheelscombined with tbeiraxles, 
ftctiiatiug mechanism, andattaching nrdutach- 
\\\g devices, constructed to permit the wheels 
to rotate with the axle, or to be liberated and 
rotate freely thereon while the vehicle is iu 
motion, all substantially as set forth. 

13. In a locomotive or other carriage having 
a drivinff-axle and driving-wheels connected 
by a sliding clutch, the rods M M, combined 
with the elbow-levers, substantially as and for 
the purpose set forth. 

13. The combination of two or more car- 
riages with the crossed rods M M, connected 
to tlio sliding clutches that lock the driving- 
wheels to Iheir shaft, for the purjjose of ena- 
bling the movement of the carriages them- 
selves to unlock and liberate the wheel on the 
inner side of the curve, substantially as set 
forth. 

14. The combination of the divided and piv- 
oted pilot-wheel axle and the steering appa- 
ratus with the rods M M and the driving- 
wheels, axle, and clutches, by which the same 
movement of the steering-wheel that changes 
the course of the pilot-wheels also unlocks and 
liberates the driving-wheel on the inner side 
of the curve, substantially as set forth. 

lij. The combination of two or more car- 
riages with a single longitudinal driving-shaft 
common to all the carriages, for the purpose of 
driving the same, substantially as described. 

3C. In a locomotive, a boiler and furnace 
combined with and suspended by a gimbal or 
universiil joint, so as to swing automatically 
to a horizontal position in any direction, sub- 
stantially as set forth. 

17. The oscillating cross - head /' /V^ /^ 
combined with the boiler and furnace, aiid 
with the feed-water and steam pipes, substan- 

itially as and for the purpose set forth. 

18. The plug or block P, combined with the 
tube J), the oscillating cross-head^ and the 
steam or water pipes, substantially as and for 
the purpose set forth. 

166,854. CASSIUS M. MILLER, 

Phelps, N. Y. Carriages for Portable 

Engines. Filed Apr. 16, 1875. Patented 

July 20. 1875. 

In agricultural engines, and other steam- 
motors mounted -on light carriages, no little 
difficulty and inconvenience have been experi- 
enced from the vibration of the machinery or 
draft upon the working shaft or belt gradu- 
ally displacing the carriage, until the belt be 
comes too slack, or gets out of alignment and 
runs off of the pulleys. 

The main object of my invention is to avoid 
this difficnlty by constructing the carriage 
80 that it will not be liable to be moved out 
of position by the causes above referred to. 
Another object which I have had in view is 
to facilitate the proper adjustment and align- 
ment of the belt when setting the engine for 
operation, or should it at any time become ac- 
cidentally displaced ; and still another object 
has been to simplify the structure, to reduce 
its weight, and at the same increase its 
strength and durability, and to obviate the 
necessity of bracing up the boiler, while iu 
use, by means of jack-screws beneath it, as 
heretofore commonly practiced. To all which 
ends my invention consists, first, iu a new 
construction of the reach, and a new mode of 
combining the same with the forward axle and 
the boilerj secondly, iu a new mode of fixing 
the carriage rigidly in position, to wit,by lock- 
ing the forward wheels, or one of them, to the 
reach; thirdly, in a new mode of orevHuting 
thecarriage-wheels from beinggradually moved 
by the draft or the vibration of the machinery, 
to wit, by locking them immovably to their 
axles; fourthly, in a new device for support- 
ing the boiler in place of the jack-screws here- 
tofore employed; fifthly, in a new device for 
locking the carriage-springs, to prevent ver- 
tical vibration of the machinery supported 
thereby; sixthly, in a wq'x and convenient ar- 
rangement of the tool-box, and the employ- 
ment of the same as a means of strengthen- 
ing and supporting the reach and connecting 
it firmly to the boiler; and lastly, iu the me- 
chanical devices and combinations which em- 
body the principles and effect the purposes 
above referred to. 

1. In a carriage for port'vble engines, tlie 
combination of a socket upon the front axle, 
with the reach R having a bifurcated rear 
end and downwardly-bent front end terminat- 
ing in a ball adapted to operate iu connection 
with the axle-socket, substantially as and for 
tbe purpose set forth. 

2. In a carriage for portable engines, the 
rods D, combined with the boiler, the reach, 
and the block V; substantially as and for the 
purpose set forth. 

3. In a carriage for portable engines, the 
combination of the forward axlo nnd wi'ceU. 



with the bent reach R and the screws v v, sub- 
stantially as and for the purpose described. 

4. In a carriage for portable engines, the 
toiil-box A, combined with the boiler B and 
the reach K, and arranged between the bifur- 
cated arms of the reach, substantially as do- 
scribed, for the purpose of strengthening the 
latter and forming the whole or a part of its 
connection to the boiler. 

5. In a carriage for portable engines, the 
set-screws m, combined with the draft-wheels 
aad axles, substantially as aud for tbe pur- 
pose described. 

6. In a carriage for portable eugines. the 
combination of the clips c, rear axle, and 
clamping -screws w w, substantially as aud 
for the purposes described. 

7. in a carriage for portable engines, the 
brackets h, provided with the tubular arms h', 
in combination with the pintles «, set-screws 
t, anil carriage-springs, substantially as and 
for tiie purpose described. 

8. In a carriage for portable engines, the 
combination of the carriage-springs, axle, aud 
a locking device, to lock the springs at will 
and prevent theui from operating, substan- 
tially as described. 

fl.In a carriage for portable engines, the 
combination of the draft-wheels and axle with 
a locking device to lock the wheels to the 
axle, substantially as described. 

10. In a carriage for portable engines, the 
combination of an arching reach, with the 
forward wheels adapted to swing under the 
■reach, and with a locking dence by which 
either forward wheel can be locked to the 
reach to support the latterand keep the wheels 
from moving, substantially as described. 

168.956. JAMES B. ANNIN, Roches- 
ter, N. Y, DliTerential Gear for Trac- 
tion-Engines. Filed Dec. 10, 1872. Pat-, 
ented Oct. 19. 1875. 

My inveutiou cousistsof an arrangement of 
gearing aud connecting devices made up of 
two sets of parts, so airanged and connected 
that the loss of motion on one side accelerates 
that upon the other, whereby, in case of use 
on traction-engines or vehicles, cue driving- 
wheel cau turn faster tbau tlie other without 
cramping or binding, which usnally occurs in 
taming curves or going over uneven ground 
with fixed axles and wheels. 

1. In combination with two sets of gearing, 
connected by an intermediate pinion, the two 
sets of sun and planet gears L M M aud L M 
M, iu. order that the retarding of one of said 
gears *L may accelerate the corresponding 
gear L on the other side, substatitially a^ 
aud for the purpose specified. 

2. In combination with the wheels O C, 
which impart an equal motion to both sets of 
gearing, the box-ge,.rs D D, which engage 
therewith, and the heads or disks G G, which 
rest within the box -gears, when said box- 
gear and heads are so arranged as to run 
free of each other, and are connected by in- 
ternal gears, which impart a motion from one 
to the other, as herein shown and described, 
for the purpose specified. 

172,916. HENRY M. DURPHY, Ithaca, 
N. Y., assignor to Williams Brothers, same 
place. Portable Steam-Engine. Filed 
Oct. 21, ?875. Patented Feb. 1, 1876. 

My invention relates to several paits — first 
to the double joint I make for the front axla 
The rear of the carriage front or frame is di- 
vided for a broad attachment to the boiler, and 
is united into a single bar at its front, where 
it is curved downward and rounded. Iu the 
ronnded part is a cylindrical chamber, hold- 
ing a cylindrical pintle or kingbolt An axle, 
flat in its middle, is in a slot in the lower end 
of the pintle, and is secured there by a trans- 
verse bolt; and my improvement hereconsists 
in the double joint thus made. Second, my 
inveutiou relaces to making the.§crews which 
lift the main weight of the boiler and its at- 
tached parts oflf of the springs of the rear 
axle, as a part of the rear brackets, and con- 
sequently ever transported with them; and 
here my invention consists of the screw and 
bracket beiner made in one device or part. 

1. A pintle-piece or joint structure between, 
the frame b and the axle e of a portable steam- 
eugiue, consisting of the pintle d, chambered 
in the lower end of the frame 6, and held in 
place by a bolt or key through the top of the 
said pintle, which key turns on a shoulder in 
the said chamber, aud of a slot in the lower 
end of the said piutle-piece,which slotted part 
embraces the front and rear sides of the axle 
e, aud is held to the axle by a bolt through the 
axle and the slotted ends of the piutle-piece, 
as set forth. 

2. Iclaim the lifting-screwA, made as part of 
the bracket 5', in combination with the spring 
h aud spring- pintle l, whereby the weight of 
the boiler and engine is llfied off of the trans- 



portiug-springs h when the engine is at worft, 
as set forth. 

173,164. ROBERT CREUZBAUR, 

Brooklin, N. Y. Traction -Engine. Filed 

July 17, 1874. Patented Feb. 8. 1876. 

The principal difficnlty in transmitting mo- 
tion from an engine to the axles and tram- 
wheels of a street -railroad car is this, that 
the several parts must have liberty to yield to 
a comparatively irregular aud modulating 
track. The axles have latent play, and move 
vertically and obliquely when passing- over 
obstructions and defective tramways. In these 
movements they are independent of each 
other and of the car-body to a limited extent. 
Without such flexibility in the ruiiuiog-gear 
a btreet-car wontd be constantly liable to be 
thrown from the track. A rigid tra)iSmissioii 
of power, as usual upou locomotives ami other 
steam vehicles, particularly when of approxi- 
mately constant weight, is, therefore, imprac- 
ticable for street-cars, ami would subject the 
Tunning-gear, as well as the engine, with all in- 
termediate connections, to destructive strains. 

The first part of my invention relates to the 
transmission of tbe driving-power to the ran- 
nittggear of a car in ,8ach manner that the 
tisual and necessary play in every direotion 
given to each car-axle independently is not 
interfered with Uy the driving - power, and 
vice versa, so that these irregul&r movemeuta 
do not impede the normal action of the motor. 

The second part providesa means, named fehe 
"auxiliary driving-wheel,'' for obtaining adhe- 
sion outside of tbe asoal tramways. This be- 
comes necessary on gradients when the rails 
become slippery by mud, ice, or snow. 

Tbe third part provides for controlling this 
auxiliary driving-wheel, or other supplement- 
ary means, for increasing the adhesion neces: 
sary for propulsiou and retardation by steam 
throogh a special cylinder. 

The fourth part provides for controlling t^e 
action of the auxiliary driving-wheel by a 
foot-motion. 

In using this auxiliary, driving- wheel it 
is a necessary condition that its periphery roll 
over its track in harmony with the advance of 
the tram-wheels, as otherwise ulther the one 
or the other will have to slip, causing great 
waste of power and wear of rails and wheels. 
Simply revolving tbe auxiliary driving-wheel 
by a drag-link from the adjoining tri^m-wbeel, 
or from a disk moving with tbe axle, wilt not 
answer, because the aaxiliary driving-wheel 
aud the tram-wbeel have ciifferent centers, 
which iu this manner would cause accelerated 
aud retarded motion either in the periphery of 
the tram-wheels or. of the auxiliary driving- 
wheel daring each revolution, accordiug to 
the eccentricity of the anxiliary driving-wheel, 
and to an extent so great as to forbid giving 
it motion in that manner. 

1. The combination of axle D, flexible shaft 
£, intermediate gearing, and driving-engine 
A, connected with the flexible shaft, the wBple 
being constructed substantially as described, 
whereby the engine transmits the driving- 
power to the axle through the medium of the 
flexible shaft, as and for the object specified. ' 

2. Tbe spur-wheel B, mounted on the axle 
X>, in combination with the pinion &', its shaft 
1>\ the flexible shaft E, and the engine A, the 
whole being constructed to oi>erate substan- 
tially as apd for the purpose described. 

3. The combination, with a tramway-car, of 
an auxiliary driving-wheel and a mechanism, 
substantially as described, for elevatiug and 
depressing the axis of the driving-wheel, ad 
set forth, >|hereby the said wheel can be 
broaght in contact with tbe ground to aid in 
propelling the car. 

4. Tbfl combination, *ith a car-axle, D, aud 
an aaxiliary driving-wheel, P, of an eccentric, 
8, forming the axis of the wheel, and con- 
structed to be elevated and depressed, as ^nd 
for the purpose described. 

5. The combination of the car-axle D, driv- 
ing-wheel P, the eccentric S, forming a mova- 
ble axis for the wheel, the eccentric rod S', 
aud the steam-cylinder U, having its piston 
connected with said eccentric rod, the whole 
being constructed substantially as described, 
whereby the stejim-pistou operates to elevate 
aud depress the auxiliary driving wheel, as 
set forth. 

6. The combination, with the power-recoiv- 
^ng wheel Band power-transmitting wheel B, 
mounted upon a car-axle, of the interposed 
elastic medium T, as and for the purt>ose de> 
scribed. 

7. The combination, with a tram way -car, of 
the gear-wheels B B, pinions 6', shafts A', 
sn inging rra)nes C G, power ■ trauNmissioii 
shaCi^ K E, aud engines A A, for operating the 
latter <;ub>iaQtialIy as and for the purpose d(«-^ 
scribed. 

8. The combination, with tbe axle D, auxil- 
iary driving-wheel P, an^l steam-cylinder U, 
having thecock oi- valve Q, of thefoot-u^ution 
1,2, 3, and -1. connected with the valve of the- 



TRACTION ENGINES. 



591 



steam-cylinder, and coustracted substantially 
as described, for throwing the auxiliary driv- 
iug-wheal into action when the ti-amwheels 
slip, aa set forth. 

173,498. GEORGE ROGERS, Mt. Ver- 
non. Ohio. Traction - Wheel. Filed 
V [. 6, 1875. Patented Feb. 15, 1876. 

The inveution herein described is especially 
adapted to portable engines now in such pop- 
ular use fur funning piirposes, and for sawing 
limited quantities of timber in various phices. 
It has heretofore been found more or less dil- 
ticiilt, especially during incleoient seasons, to 
convey the so called portable engines from 
place to place as desired- .This invention is 
intended to obviate, to a great extent Ht least, 
this difficulty and objection; and its character 
is such as to render it easily adaptable to 
portable engines already in use, and not pro- 
vided with any power of self-Ioeomotion. 

It has heretofore beeu found in traction-en- 
gines that, it! order to accomplish the purpose 
for which they are intended, so much weight 
is necessary as to render them impracticable 
for any popular use. It is uot professed iu 
this inveution that this objection has been 
overcome iu the machine itself, and, for tbe 
purpose of supply ing the deficiency in this re- 
spect, the tongue or pole has been provided, 
as herein described, to which maybe attached 
horses or any other drjft animal. 

In a traction-engine, the combination with. 
the driving-shaft B aud the re^r-axle D, said 
axle adapted to be loosely or rigidly secured 
to the wheels F F', of the shaft G, bevel-gear 
wheels B^ C 0^ B', and supplemental shaft, 
provided with gear-wheels F F, substantially 
as and for the purpose specified. 

7,736. GEORGE ROGERS, Mt. Ver- 
non, Ohio. Traction-Engine. Original 
No. 173,498. Patented Feb. 15, 1876. 
Filed May 23, 1877. Reissued June 12, 
1877. 

The feature of adjosting the elevation of 
the front end of the boiler is for the purpose 
of maintaining, as neariy as i>osaible, the level 
position of the boiler in traveling upon an in- 
clined road, so as to insure safety by having 
tlie crown-sheet and flues at all times proper- 
ly covered with water. 

The invention herein described is especial- 
ly adapteil to portable engines now so exten- 
sively used for farming purposes, and for saw- 
ing timber in various places. It has hereto- 
fore beeu found more or less difficnlt, especi^- 
ly during inclement seasons, to convey the 
so-called portable engines from place to place. 
This invention is intended to obviate, to a 
great extent at least, this difficnlty and ob- 
jection, aud its character is such as to render 
It easily adaptable lo portable engif^es already 
in use, and not provided with any power of 
self-locomotion. 

1. Thecombinatiou of the driving-shaft aud 
the rear axle, havinsr tmck-wfieela adapted to 
i» loosely or rigidly secored to it, with rhe 
supplemental shaft, provided with cog-wheels, 
gearing with wheels on the rear axle, and the 
intermed iateconnec ting-shaft, eugagingat one 
end the driving-sbaft and at the other end 
the supplemental shaft, as herein shown and 
set forth. 

2. In a traction-engine, a boiler supported 
so as to be capable of oscillatory movement 
upon its power-driven axle as an axis, aiul 
means for lio moving said boiler, in combina 
tjon with 3 rotary aupplomental shaft, which 
doriveu its rotary Oiovemeot from the driving- 
sbatt of the engine, is carried by and partakes 
of the movement of the boiler, and ge:Lrs 
with wheels on said axle, substantially a.i 
shown and set forth. 

8,164. GEORGE ROGERS, Mt. Vernon, 
Ohio. Tracticin-Engine. Original Xo. 
173,498. Patented Feb. 15, 1876. Reis- 
sued June 12. 1877, No. 7,736. Filed Mar. 
15. 1878. Reissued Apr. 9, 1878. 

1. The combination of the driving-shaft and 
the rear axle, having truck-wheels adapted to 
be loesely or rigidly secured to it, with the 
supplemental shaft, provided with cog-wheels, 
gearing with wheels on the rear axle, and the 
intermediateconnecting-shaft, engaging at one 
end the driving-shaft, and at the other end the 
supplemental shaft, as herein shown aud set 
forth. 

2. In a traction-engine, the combination. 
Bnbstantially as set forth, of the truck-wheels 
"with the independent spur or gear wheels for 
driving the same, mounted on the same axis 
with the truck- wheels, and engaging the same, 
substantially in the manner described, so that 
each truck- wheel may, when occasion requires, 
move independently both of the spur-wheel 
by which it is dri^ven and of the other truck- 
■^vheel. 

3. In a traction-engine, the combination, 



with the rear truck-wheels, and the independ- 
ent spur or ^ear wheels for driving the same, 
mounted on the same axis with the truck- 
wheels, and engaging them, substautially as 
described, of the front track or axle, adapted 
to turn upon a vertical pivot independently of 

the boiler, which it in part supports, substan- 
tially as set forth. 

4. In a traction-engine, a boiler supported 
so as to be capable of oscillatory movement 
upon its power-driven axle as an axis, aud 
means for so moving said boiler, in combina- 
tion with a rotary supplemental shaft, which 
derives its rotary movement from the driving- 
shaft of the engine, is carried by and partakes 
of the movement of the boiler, and gears with 
wheels on said axle, substantially as shown 
and set forth. 

5. The combination, with the boiler and the 
driving shaft, of the rear axle, having truck- 
wheels adapted to be loosely or rigidly se- 
cured to it, and the supplemental shaft, oper- 
ated, substantially as specified, from the driv- 
ing-shaft, and pro\ided with cog-wheels that 
gear with wheals on the said axle, substan- 
tial! v as sflt forth. 

8,526^ GEORGE ROGERS, Mt. Ver- 
non, Ohio, assignor of three-fourths to 
Charles G. Cooper, Frank L. Fairchild, 
and Charles Cooper. Traction-Engine. 
Original No. 173.498. Patented Feb. 15,. 
1876. Reissued June 12, 1877, No. 7,736; 
Reissued Apr. 9, 1878, No. 8,164. Filed 
Nov. 18, 1878. Reissued Dec. 17. 1878. 

1. The combiuation of the driving-shaft aud 
the rear axle, haviug truck-wheels adapted to 
be loosely or rigidly secured to it, vith the 
supplemental shaft provided with cog-wheels, 
gearing with wheels on the rear axle, and the 
intermediate connecting -shaft, engaging at 
one end the driving-shaft aud at the other end 
the supplemental shaft, as herein shown and 
set forth. 

2. In a traction-engine, the combination, 
substantially as set forth, of the truck-wheels 
■with the ir>depeadent spur or gear wheels for 
driving the same, mounted on the same axis 
with the trnck-wheels and engaging the same, 
substantially in the manner described, so that 
each truck-wheel may, when occasion requires, 
move independently both of the spur-wheel by 
which it is driven and of the other truck- 
wheel. 

3. In a traction-engine, the combinatiouj 
with the rear track-wheels and the independ- 
ent spur or gear wheels for driving the same, 
mounted on the same axis with the trnck- 
wheels and engaging them, substantially as 
described, of the front truck or axle, adapted 
to turn upon a vertical pivot independently of 
the boiler, which it in part supports, sabstao- 
tially as set forth. 

4. In a traction-euglne, a boiler supported 
so as to be capable of oscillatitry movement 
upon its power-driven axle as an axis, and 
means for so moving said boiler, in combina- 
tion with a rotary supplemental shaft, which 
derives its rotar>' movement from the driving- 
shaft of the engine, is carried by and partakes 
of the movement of the boiler, and gears with 
wheels on said a.^le, substantially as shown 
and set forth. 

5. The combination, ^dth the boiler and the 
ilriving-shaft, of the rear axle, having truck- 
wheels adapted to be loosely or rigidly seccred 
to it, and thesuppleraental shaft operated, sub- 
stantially as specified, from the driving-shaft, 
and proviiled with cog-wheels -that gear with 
wheels oji the said axle, substantially as set 
forth. 

(i. In a steam traction-engine, which is also 
adapted to be moved by draft-animals, the 
combination of these elements: the boiler, 
the engine proper, power-driven supporting- 
wheels, mechanism for communicating move- 
ment from the driving-shaft of the engine to 
said wheels, and a pawl-and-ratchet arrange- 
ment forming part of said communicating 
mechanism, and operating to permit, wlieu oc- 
casion demauds, the said wheels to revolve 
indetiendently of and without communicating 
motion to that part of the mechanism inter- 
mediate between said pawl-and-ratchet ar- 
. rangement and the driving-shaft of the engine, 
the combination being and acting substan- 
tially as and. for the purposes set forth. 
(74,706. CHRISTIAN R. SHIVELEY, 
New Lebanon Ohio. Traction-Engine. 
Filed Jan. II, 1876. Patented Mar. 14 
1876. 

This'inveutioa relates to that class of trac- 
tion-engines employed for agricultural pur- 
poses, -and which are so constructed as to 
transport themselves to the desired place, and 
there be converted into stationary engines for 
any of the usaal purposes, such as driving 
thrashiug-niachines, &c. 

The improvements consist iu the combiua- 
tion of devices for imparting motion to the 
supporting- wheels, and for' connecting and. 



diaconuecting them from the motive power at 
the will of the attendautj also, iu the struct- 
ure of the frame-work and the apparatus for 
guidingthe machine; also, in the employment 
of a force-pump, attached to the machine in a 
peculiar manutr, tor use iu case of fire or for 
other puriMJses. 

I. Tn a tra(!Cton. engine, the vertical worm- 
shaft 1, arranged as described, in combina- 
tion with the flywheel D and axle K, with 
their conned ing gearing, aiibstantiaily as and 
for the pnrptso specified. 

'A. In a traction-engine, the force-pump T, 
located as ilnscribed, in combination v.ith the 
iidjustablc crank-rod U, actuated l>y means of 
the gfeiring connecting it to the fly-wheels D, 
substantially as and for the purpose specified. 

3. In a traction-engine, the combination of 
the crank -rod K, beveled gearing fc and », 
worm-shaft m, upright shaft 0, with its pinions, 
and fifth-wheel s, when arranged in the mn,w- . 
ner and for the purpose specitieil. 

4. In a traction-engine, the frame-work con- 
sisting of the converging beams L, connected 
to the axles, as shown, and providc>; with a 
cross-beam, P, for upholding the spring-strips 
Tj connected at (me end to the housing O, and 
at the other by the cross-spring Q, tiie whole 
arranged as and in the manner specified. 

175,601. GEORGE W. FITTS, Philadel- 
phia, Pa. Traction-Engine. Filed Apr. 
18, 1873. Patented Apr. 4. 1876. 
The nature oi my invention consists in 
counectntg the ^uidc-wheel of a steam-ve- 
hicle with the engines of tlie same in such a 
manner that the motion of the engines may 
bo commnuicr.te<l to the guide-wheel so as to 
turn it in any desired direction by simply 
moving a lever back and forth, by which 
means I am enabled lo guide the steamer 
with great ease and precision. 

I do uot claim anything shown or described 
m Robinson's Patent, Ko. 15,820; but 
I claim — 

A guide-wheel for steam-vehicles, combined 
and geared with the engine or crank shafts of 
the same and operated thereby, substantially 
as and for the purpose set forth. 

177,052. BENHARD YOCH, West Belle- 
ville, UX. Portable and Road-Engine. 
Filed Feb. 5. 1876. Patented Mav 2, 1876. 
My improvement relates to an ei^giuo in- 
tended for use chietiy wheu-at rest, but which 
is capable of being moved from place to place 
by its own machinery and of drawing wagons, 
&e., with It. 

The first part of my improvement consists 
in forming the traction-wheels with spring- 
calks, which extend through the rim of the 
wheel, and which are formed upon the ends of 
plate-springs attached to the inside of such 
rims. 

The second part of my iniprovcment con- 
sists in the combination, with the traction- 
wheels, (each turning npon a separate axle,) of 
chain-gear connection with two wheels on a 
single shaft, one of said wheels being loose 
and the other tight upon the shaft. Attachc^l 
to the hub of the loose chain-gear wheel is a 
spnr-wheel engaging a spur-pinion on a shaft 
having bearing eccentrically in a spur-wheel 
also turning loosely on the main shaft and re- 
ceiving rotation from the engine. The other 
end of the pinion-shaft carries a chain-gear 
wheel, connected by chain-gear with the main 
'shaft, so as to csiuse the rotation of the shaft. 
The result of this coustructiou is that either 
of the traction- wheels may bo turned sepa 
rately by the engine, (the other remaining at 
rest,) or either of said wheels may ho turned 
faster than the other, as is required in turn- 
ing the engine on a curve. 

The third part of my improvement a})p)ies 
to the steam-drum. This extends some dis- 
tance above the boiler, and its ends are con- 
nected to two upright steam- vessels. The 
steam-pipe extending to the engine has its 
month at or near the middle of the lougitudi- 
tudinal steam-dram, so that in ascouding or 
descending a hill (whore the boiler is much 
inclined) the water will at no time be in con- 
tact with the mouth of the steam-pipe. 

The fourth part of my improvement consists 
in the construction of steering apparatus. 
In this there is a vertical shaft, having at 
bottom coss-anus, whoso ends are conncctexl 
to the fore axle and whose upper end c;^rriea 
a screw-gear wheel, turned by a gear-screw on 
a shaft, turned by a hand-wheel or crank at 
the furnace end of the machine. 

1. The traction- wheels supplied with spring- 
ealks a-, working in their rims, and projected 
rnoro or le^ss by the plate-springs a?j substan- 
tially as HOC forth. 

2. The combination of the shaft F, wheels 
G IT J K L, and gear-chain K', to canso the 
rotation of utit* or both ot thi; wheels E 15' on 
shaft F, but allow diQcr(,nl ^[ijeds of rotation". 



592 



TRACTION ENGINES. 



"\\\ tlic siiid wheeh, hy powei' apiiliuil to tlic 
loosu wheel J-, as set forlb, 

3. Tbe coiubination of traction vvhcols A A', 
cliaiti-f^oar wheels U C aiul K IH', Kear-ehaiiis 
D D', shaft F, spur -wlieels G D J, chaiii- 
wlicols K. L, ami chain K, substantially as set 
forth. 

4. The longitailinallycxtcnilod steani-ilruiii 
Y connected to steam-boxes h b, at different 
parts of the boiler-top, substantially as set 
forth, and combined with the steam-pipe X 
opening' into the steam-drum at or near the 
iDtdlength of the latter, substantially as and 
for the puriw.^o set forth. 

5. The guiding mcclianisni, consisting of 
horizontal shaft j, provided with worm f, gear- 
wiicel'/t, vertical shaft g, cross-bar/, roils c c, 
aud axle.c. as set forth. 

9,052. BENHARD YOCH, West Belle- 
ville, 111., assignor, by mesne assignments, 
to Charles Cooper, George Rogers, Frank 
" L. Fairchild and Charles G. Cooper. Port- 
able and Road-Engine. Original No. 
177,052. Patented May 2, 187d. Filed 
Nov. 20, 1879. Patented Jan. 20, 1880. 

1. The traction-wheelssnpi>lied with spring- 
calks a\ working in their rims, and projected- 
more or less by the plate-springs a\ substsm- 
tially as set forth. 

2. In a ti'action-engine, nidependent truck 
or traction wheels, provided each with a main 
gear-wheel, in combination with the counter- 
shaft having two gear-wheels, the one fast and 
the other loose, to gear with said nmin ^ear- 
Wheels, the compensating-gear on said coun- 
ter-shaft, and mechanism for transmitting 
movement to said compensating-gear from the 
engine, the combination being and acting sub- 
stJintially as herein set forth; 

3. The combination of the shaft F, wheels 
tr H J K L and gear-ehainiK', to cause the 
rotation of one or both of the wheels K E' on 
sRaft F, but allow different speeds of j-otation 
in the said wheels by power applied to the 
loose wheel J, as set ibrth. 

■i. The eombiuatioiiof traction-wheels A A', 

chain-gear wheels C and E E', gear-chains 

. D D',sliaft F, spur-wheels G H J, chain-wheels 

K L, and chain K', substantially as set forth. 

5. The longiCudiually -extended steam-drum 
y, connecte*l to steam-boxes b b at different 
parts of the boiler-top, substantially as set 
forth, tind combined with tiie steam-i)ipe X, 
opening into the steam-drnu] at or near the 
mid-length of the latter, substantially as ajid 
for the purposes set forth. 

G. The guiding mechanism consistnig of 
horizontal shaft j, provided with worm ', gear- 
wheel /(, vertical shaft g, cross-bar /, rods e t', 
and axle c, as set forth. 

181,220. SILAS B. STONE, Indianapo- 
lis, Ind. Steam-Wagon. Filed Apr. 12, 
1876. Patented Aug. 13, 1876. 
This invention has for its object a wagon 
for carrying freight on common roadsj and 
my improvements consist in the use of sec- 
tional axles, with clutches for regulating the 
application of power to one or both wheels, 
and also in the use of two sets of pinions for 
communicating motion to the wheels, whereby 
the speed of the wagon may be increased or 
diminished without altering the action of the 
piston, the dimimition of speed in such ease 
being accompanied by a corresponding in- 
crease in power. 

1. In combitiation with theengine-and driv- 
ers of a steam-wagon, the crank-^haft E, made 
in two sections, aud clutch E', substantially as 
set forth. 

2. In combination with the crank-shaft and 
drivers, propelled by force applied to the 
double-geared ring I, the driving-pinions L 
1/ and sliding boxes N, whereby the dj'iving 
power may be applied to the external or in- 
ternal gears, substantially as set forth. 

^. in combination with the pinions K on 
the crank-axle, the pinions L 1/ and M M', 
hung on countershafts and in sliding boxes, 
whereby said pinions are of different sizes, 
so as to permit the speed of the wagon to be 
changed by shifting the pinions engaging the 
external .or internal gearing of the ring I with- 
out changing the speed of the pistons, sub- 
stantially as set forth. 

182,139. WILSON WEATHERSBEE, 

Spring Garden, 111. Locomotive-Wheel. 

Filed Apr. 4, 1876. Patented Sept. U. 

1876. 

My invention consists of a simple method of 
gearing one or both of the driving-wheels cf 
a locomotive, so that they can turn independ- 
ently of each other in going arouud curves, 
and til us prevent sliditig, as wbeu both wheels 
are keyed fast to the axle. 

One clutch drives in one direction, aud the 
other in toe other direction — that is to say, 
forward and backward— and both clutches al- 
low the wheel tc: en errun them. For example. 



if'the loose wheel is running on an outsiile 
curve it will turu faster than the axle, and 
thus overrun its driving-clutch; but if run- 
uing on an inside curve, so that the axle turns 
faster than the wheel, the driving-clutch will 
be shitted out, and the clutch for driving in 
the reverse way will be shifted in, allowing 
tiie shaft to overrun the wheel.. 

The ratchet on either side of hub catches in 
the notches thereof, while a disk wprks on 
each block, being connected by three rods, 
which jiass loosely through holes in hub. The 
hub being loose, and the disks as well as rods 
turning with the wheel, the ratchets are so set 
that the inside one holds wheel from turning 
forward, and tbe outside one from turning 
backward J but only one is allowed to engage 
the hub at a time. The coil-springs on rods, 
inside theliub, hold the disks inward, and al- 
low the outer ratchet to engage, while the in- 
ner one is held away. In order to let the in- 
ner ratchet engage the hub and hold the 
outer one away, the two rods passing through 
main frame are forced out by lever, and driven 
against inner disk. This overcomes the spiral 
springs, puslies the disks out, and allows in- 
ner ratchet to engage hub, and hold outer one 
away. 

1. The combination of the clutches D, 
shifting-springs U, and the sliding cam-bar J, 
with the wheel, fitted loosely on the shaft, sub- 
stantially 'as specified. 

2. The disks G and rods F, combined with 
the clutches O D and wheel A, substantially 
as specitied- 

187,348. ROBERT M. BECK, West- 
minster, Md.. assignor to the Taylor Man- 
ufacturing Co., same place. Mounting 
for Portable-Engines. Filed Nov. 9, 1876. 
Patented Feb. 13. 1877. 
My invention relates to an improved mount- 
ing for portable engines, designed with a view 
to simplicity, cheapness, and substautial con- 
struction ; aud it consists in the improved 
means of supporting the boiler and its engine 
upon wheels, aud strengthening and bracing 
the same in its attachment, as hereinafter 
more fully described. 

1. The combination, with the boiler and the 
.vheels, of the independent axle O, terminating 
in curved plates bolted to the boiler, the 
reach D pivoted to the front axle and bolted 
to the boiler in the rear, the bars D' and the 
bracei E E', substantially as aiidfor the pur- 
pose described. 

2. The combination with the upper brace B 
of the seat P, adjustably attached to the said 
brace through support e, and adapted to be 
raised or lowered by being moved back or 
forth, substantially as described. 

187,917. JOHN S. SCHOFIELD, Macon, 

Ga. Vertical Portable-Engine. Filed 

Jan. 15, 1877. Patented Feb. 27, 1877. 

'X'ue nature of my invention consists in the 

construction of devices whereby a vertical en- 

gine may be used as a portable engine, as will 

be hereinafter more fully set forth. 

In combination with a wagon, A B, and car- 
rj'-log O, the engine B, boiler D, with trun- 
nions a, the boxes b, and stop-plates d, all 
substantially as and for the purposes herein 
set forth._ 

188,300. ALBERT D. MARTIN, Eden, 
N. Y., assignor of one-half to Albert H, 
Case, same place. Road-Engine. Filed 
Dec. 29, 1876. Patented Mar. 13, 1877. 
This invention is for farm and other pur- 
poses; and consists in the manner and means 
of applying the power of the engine to the 
driving-wheels. 

In a traction engine, the combination, with 
the main driving-wheels B, of the pulleys k, 
pulleys h, shafts e, frictiou- wheels d, friction- 
pulleys c, crank-shaft 6, piston a, and cylinder 
D, all constructed and arranged for operation 
as herein shown and described. 

188,866. NOBLE M. DAVIDSON, Ada, 

Ohio. Portable and Traction-Engine. 

Filed Jan. 27, 1877. Patented Mar. -'7 

1877. 

This invention has relation to traction-eu- 
gines. The nature of said invention consists, 
first, in certain devices whereby either or both 
of the rear transporting-wheels may be dis- 
connected from the motors without changing 
the gearing. It also consists in the combina- 
tion of two steam-cylinders aud their driving- 
shafts, with a detachable connecting link or 
ori^nk, whereby said engine-cylinders may 
either be operated together or separately, as 
preferred. 

It alBO consists in the combination, with 
two driving-shafts, operated by separate en- 
gine-cylinders, of a single rotating shaft which 
gives motion to a governor. 

1. In a traction-engine, the combination of 



plate I/, slotted at P I', and rigidly attached 
to shaft L, with a sleeve turning on said shaft, 
and carrying a part of the gearfng, whereby 
ont> of the transporting-wheels is operated, 
substantially as and for the purpose set forth. 

2. In a traction-engine, the combination ol 
twoindependent'operating-cylinders, with the 
rear transporting - wheels, two independent 

.trains of connecting gearing, and two inde- 
pendent slotted disconnectiog-plates, L, ar- 
ranged and operating substantially as set 
forth. 

3. In a traction-engine, the combination of 
two engine cyhnders, and their piston-rods 
and connecting-rods, with two driving-shafts 
oiierated thereby, and a detachable connectioD 
for said shaft, substantially as aud for the par- 
lose set forth. 

4. The combination of engine-cylinder K", 
connectiug-rods N', and shafts M, with de- 
tachable connecting arm or link O, sobstan- 
tially as set forth. 

6. The combination, in a traction-engine, of 
two independent driving-shafts, with a gov- 
ernor-operating shaft operated by either or 
both of them, substantially aa and for the par- 
pose set forth. 

6. In a traction-engine, the combination of 
boiler-casing A, steam-dome 0, water-tank D, 
anil suspending-baud D', substantially as and 
for the purpose set forth. 

191,407. BENJAMIN F. CORNISH, 

French Camp, Miss., assignor ol one-half 
toj. L. Power, same place. Road-Engine. 
Filed Mar. 26, 1877. Patented May 2'i 
1877. 

1. In a steam road-wagon, tue combination 
of the bent liame A, with partitions A' A' 
forming chain hers for the tanks C 0, the pump 
E, boiler D, steering - wheel G, and main 
wheels I, snbstantiall.v. as herein set forth. 

2. The treadles h h, with springs i i, con- 
necting-rods //, aud oscillating crank-rods 
a d, combined and arranged substantialiy as 
de."ribed, for throwing the clutches « e in 
aud out of gear, as herein set forth. 

193,737. LEANDER WALKER, Dallas. 

Texas. Traction-Engine. Filed June 

23, 1877. Patented Inly 31, 1,S77. 

This invention has relation to tractioneii- 
gines for running on common roads and rails, 
and to be used for drawing plows, aud as a mo- 
tive power generally. 

The nature of my iuventioii consists, mainly, 
in transmitting motion to the driving aiid 
transporting wheels by means of the friction 
of a long rotating shaft iuclosed inside of elon- 
gated hubs of said wheels, as will be herein- 
after fully explained. 

The invention further consists in combining 
friction pressure-wheels with the hubs of the 
driving-wheels for increasing the friction on 
the latter, as will be explained. 

•1. In combination with transpnrting-wheels 
B B, having elongated hubs C, the shaft D 
and pressure-wheels E B, arranged to operate 
lu the manner aud for the purpose described. 

2. Adjustable bars F' F', wedges a, screws 
H, and pressure-wheels E E, combined with 
the hubs of transporting-wheels B and shaft 
D, substantially as aud for the purpose set 
forth. 

195,702. JOHN C.CARR, Logan County, 
Ky. Road-Engine. Filed Jan. 27, 1877. 
I^atenlcd Oct. 2. 1877. 
The carriage nms on four wheel.s, the front 
wlieels being smaller and narrower, whose 
function is to support the front end of the car- 
nage and to giude it 

1. The combination of the wheel A, perfo- 
rated plate B, Looks c, gear-wheel C, and pin- 
ion P npon the crank-shaft E, the whole con- 
stnicted and arranged snbstuntially as and 
for the purpose set forth. 

2. The apparatus employed Ibr propelling 
the canijige, consistingof tlicwheels A and the 
devices by which they are connected with the 
engine-shaft E, in combination with the auxil- 
iary mechanism, consisting of dri\'ing-gear S, 
rope and windlass E, substantially as speci- 
fied. 

3. The couiiling-shaft prorided with collars 
L fc, in combination with the supporting 
plates m and «, segment-gear Q, and pinion 
M, arranged fo give a free oscillatory move- 
ment to the guiding- wheels upon the coupling- 
shaft, and, at the same time, allow the guid- 
ing devices to be finely operated, substantially 
as specified. 

197,485. CHARLES D. MONNOT, 
Canton, Ohio. Road-Engine. Filed June 
18, 1877. Patented Nov. i', 1877. 
One part of the invention relates tO Uie eul- 

ploymeiit «f the fronl wheels as drive;^. 
Another jvart relates to the mounting of the 

driving-wheels loosely upon their axle, and 

coiinecting them thereto by means of raui,. 



TRACTION ENGINES. 



593 



Another part of the invention relates to the 
application of the driving-power to the driv- 
ing- wheels at a point Or pointe concentric to 
the center abpnt which the driving wheels or 
their ade viSrate or oscillate for the pixrpose 
of guiding the machine. 

Another part of the invention relates to ro- 
tating the driving- wheels alternately in oppo- 
site (Srectiona by means of wheels which are 
themselves driven fhim opposite sides of a 
■frheel which revolves continuously in one di- 
rection, whereby the.maehine may be moved 
eitJier fonvai^ ot backward without changing 
the direction of revolution Of its diiving-en- 
gine. 

Another part of the invfeiition relates to 
Steering the machine by means of a worm-seg- 
ment and woWn or screw^ the screw being 
driven alternately in opposite directions from 
^e driving-engine. 
- I do not claim, broadly, the driving of a 
traction-engine by means of two bevel-wheels 
connected alternately with the main axle; but 
I believe that my construction and an-ange- 
ment of gearvpg under the boiler are superior 
to anv now in use. 

1. The combination'of the bevel-gears D D' 
mounted on the main axle, and connected 
therewith by means of a clutch, the bevel-pin- 
ion a\ the crown-wheel a', the bevel-pinion a', 
and shaft a, arranged below the boiler, and 
diiven from the crank-shaft B*, substantially 
as set forth. 

2. In a traction-engine, a worm-segment cou- 
. nected with the steering-axle, and operated by 

a worm which is connected with, and rotated 
in opposite directions by, the motive power of 
the engine. 

3. In a traction-engine, a driving-wheel hav- 
ing its hub chamber^ and provided with two 
ratcheted faces, and adapted to be driven al- 
ternately in opposite directions by an elaetic 
pawl or clatch. 

4. In a traction-engine, an axle composed 
of an outer tubular part, upon which the driv- 
ing-wh^ls are mounted, and an inner shaft, 
which actuates the pawls or clutches in the 
hubs of the driving-wheels.. 

6. The combination, T.vith the axle K^ of the 
levers S S' S^ hand-wheel T, and bearing-plate 
XT, substantially as set forth. 

6. In a traction-engine, the combination of 
driving-wheels mounted upon the steering- 
axle and device for elevating one end of the 
boiler, and therebj' increasing the weight which 
is supported npon the driving-wheels. 

202,429. MICHEL FORTIN, Stillwater. 

Minn. Traction-Engine. Filed Feb. 16, 

1378. Patented Apr. 16. 1878. 

This invention has reference to an improved 
traction-engine that may be used with equal 
facility in the summer and winter seasons, 
with wheels or runners, also quickly stopped 
or started, and turned around curves wifiiont 
the least difBculty. 

The water in the boiler is distributed in such 
a manner that in going up or down hill it mil 
not be thrown all on one end, so as to bum 
the flues at the other end, nor throw all the 
wftieht of the wati^r on one side. 

i; The combination,- in a traction-engine, of 
axles a, having eccentric i>ortion a', with the 
detachable aide extensions B' of the frame B, 
as and for the purpose specified. 

2. The combination, in a traction-engine, 
with the wheels C D, of the separate rear axles 
«, having eccentric section a' and squared inner 
ends, provided with hand-levers, aa and for the 
purpose set foi-th. 

206,759. WILLIAM D, ALFORD, Cin- 
cinnati, Ohio. Portable Engine. Filed 
Feb. 23, 1877. Patented Aug. 6. 1878. 
The invention consists of a snitably-con- 
stmcted carriage and a combined -eng^ne-and 
boiler,detachablyjonrnaled thereon in such a 
manner ihat said combined engine and boiler 
can be wholly detached from the carriage and 
worked standing on the ground in a vertical 
position, and again readily moimted on the 
carriage and transported thereby in a hori- 
zontal position; also in the pro\ision of ad- 
justable bearings for sluftiog the portable en- 
gine on the carriage after it has been mounted 
tliercon, so that the center of gravity may ft\U 
_at,the most favorable point. 

1. The combii<atiou, substantially as speci- 
fied, of a tmnnioned combined boiler antl. en- 
gine, a carriage therefor, bearings on the car- 
riage for said tmnuions, and IJie means for 
raising and lowering such bearings, so that the 
combined boiler and engine may be lifted and 
turned into a horizontal position for transpor- 
tation, and may also be set down in a vertical 
position on the ground when it is to be worked; 
2. The truck having a pivoted fi^me the side 
sills of which are disconnected at ooefflid^apd^ 
bearingsmounted on said disconnected ends 



of the side sills, substantially as described, 
whereby the ti-uck is adapted to engage tran 
nions on a combined engine and boiler, to lift 
the same for carrying it. 

3. The track-frame provided with the adjust- 
able bearings for the trannioDS of the boiler, 
and means for shifting said bearings after the 
portable engine has been ii 'onnted on the trnck, 
as and for the purpose snecitied. 

207,624. WILLIAM L. HUSSEY, Ncv 
Vienna, Ohio. Road-Engine. Filed July 
20, 1878. Patented Aug. .17, 187S. 
This mvention has relation toimprovemcnts 
'in traction-engines for agricultural and otlier 
l)urposes ; and the natnre of the invention con- 
sists in tlie combination, with a boiler and en- 
gine, its rearsupporting-litirae, audits rearaxle, 
having sprocket-wheels thereon, of a shaft iict- 
nated by said engine, and having sprocket- 
wheels in corresponding positrons with those 
of the axle, and endless chains passing around 
said wheels. 

It also c«nsists in a certain novel construc- 
tion of the engine-frame and reach connect- 
ing the same with the fore axle, whereby space 
is economized and great strength is secured. 
It also consists in aclutch of novel construc- 
tion, arranged in the hubof the driving-wheels 
and actuated by rods in the axle, as will be 
hereinafter more fully set, forth. 

1. The combination, with the t)oiler:A, of the 
rear frame C, bolted thereto audsapported by 
the di crging braces c c';the cab B, supported 
by said frame, and the reach E, bolted at one 
end to the boiler-fi'out, and supported by the 
fore axle at theother, substantially as specifieil. 

2. The combination, with a boiler having an 
engine upon its front, of a hori'iontal frame, C, 
bolted thereto, extending in rear, and support- 
ing a cab, B, and a reach, E, secured to the' 
front of the boiler above said frame and sup- 
ported by the fore axle, as set forth. 

3. The combination, with the boiler A, reai 
frame C, pedestals C, axle A', and driving 
wheels B', of the reach E, having front besir 
iug A, the support F, joumaled therein, and 
having spaced legs j straddling the fore axle, 
and a spring, G, between said axle and the 
support, substuiitiallj^-as specified. 

4. The combination, with the tnbnlar-ended 
axle A', of rods / in said axle and movable 
endwise, the cross-head, and key-pawl & at 
each end of said rml, the driving-wheels B', 
having interior chamber c, with opposite ratch- 
eted walls i i't rings (/', embracing the axle and 
secured to the cross-heads, the forked levers 
D, engaging said rings, and a spring, D', con- 
necting the ends of said levers, substantial!} 
IS specified. 

210,206. EDWIN MANLY, Philadelphia. 

Pa. Traction-Wheel for Street-Cars. 

Filed Apr. 22, 1878. Patented Nov. 26. 

1878. 

My invention consists of the combination, 
with the truck, frame or bodyof acarorother 
vehicle, of a mechanically-operated propelling- 
wheel, which will take proper hold of the 
ground or roadway, and be prevented fi«m 
clogging. For this purpose I construct the 
wheel with two treads and separated rounds, 
which latter constitute teeth for the engage- 
nient of the nower-wheel. 

1. The traction -wheel D, for meu with ti^o 
treads, a a, and separated tooth-rounds h h, 
substantially as and for the purpose set forth. 

2. The wheeled truck A, with slotted stand- 
ards B, springs d, and mechanically-operateil 
wheel E, in combination with the rising and 
falling Ixactiou - wheel B, formed with two 
treads, a a, and separated tooth-rounds b b, all 
constructed, arranged, and operating as herein 
set forth. 

212,368. JOHN COOPER, Mt. Vernon. 
Ohio. Traction-Engine. Filed Nov. 20, 
1878. Patented Feb. 18, 1879. 

;My mveunon relates to portable steam-en- 
gines j and it consists in the manner in which 
1 take motion from the driving-shaft of a com- 
mon portable steam-engine and transmit it to 
the rear carriage-wheels of the engine for the 
purpose of propelling or assisting in propelling 
the engine. 

-1. The horizontal connecting - shatt E, in 
combination with the shafts B and K and tho 
pnlley L', the chain M, and the pulley M', con- 
structed and ojwrating together as and for 
the nqrposes substantially as described. 

2. The three-way box B, in combination with 
the shafts B and E and the adjusting-disks R-*, 
and the pinion and wheel G and H, constructed 
and operating together substantially as and 
for the purposes described. 

3. The chain-pulley M'. the chain M, and the 
chain-pulley L, in combination with the shaft 
K and the adjustable sliding boxes K^ and E^ 
and the adjustable shaft E, constructed and 
operating together snbatan tiall v as and for the. 



purposes described. 

212,839. FITZ E. CULVER, Chicago. 

lU. Road-Engine. Filed Sept. 14. 1878. 

Patented Mar. 4. 18(9. 

My improvement relates to self-propelling 
portable engines, such as are adapted to farm 
use. As snch engines are usually constructed, 
the two rear wheels, which support the boiler 
and engine, and which are thedriving-wheela, 
rotate each on a spindle attached to the aide 
of the boiler; and when the machine ismove^ 
from place to place the power is applied upon 
one side to a secondary shaft, from which itia 
transmitted to the driving-wheels. 

In turning, and at other times from other 
causes, the resistance of the two driviug- 
wheels is not equal, and it is desirable to pre- 
veut undue strain upon some parts, that the 
power be distributed and equaUzed as varying 
circumstances may require. 

The object of this invention is to secure a 
proper distribution and eqaalizatton of the 
power in engines constructed as above de- 
scribed, which I accomplish by means of de- 
vices located npon the secondary' shaft, and 
combined with the driving-wheels, as more 
iullv hereinafter describod. 

1 am aware that equalizing devices bave 
been applied to the axle of a road-engine ; but 
in my invention the entire equalizing-gear is 
l>laced on a secondary shaft- whieh is pro- 
vided with wheelsto connect by bclis with pul- 
leys on the rear wheels, these wheels being 
mounted on spindles secured te tlie boiler. 

In a road-engine,'the secondary shaft E, ar- 
ranged in bearings under the boiler, and car- 
rying the loose wheel F, with pinions a &, the 
loose wheel G, and fixed wheels H I, in com- 
bination with the diiving- wheels C C, mounted 
npon spindles secured to the boiler, and pro- 
vided, respectively, with the pulleys D D', eob- 
stantially as and for the purposes herein set 
forth. 

212,889. HARRY H. BRIDENTHAL, 

JR., Latrobe, Pa. Road-Engine. Filed 

Nov. 1, 1877. Patented Mar. 4. 1879. 

The invention relates to an engine adapted 

to be used where portable power is required, 

the object being to improve the design and 

constmction of portable engines, adapting 

them to be used for traction puri>oses. 

The invention consists in an arrangement of 
the axles and their conuections with the fram- 
ing and boiler, in the arrangement of the gear- 
ing connecting the engine and the driving 
ground-wheels, and in an improved clatch and 
speed-gear mechanism for regulating the rela- 
tive speeds of the engine and driving ground- 
wheels. 

When the machine is about to ascend a 
steep grade, or where extra drawing-power is 
required, the operator may,ia the maimer de- 
scribed, connect a slower-speed gear, and al- 
low the engine to run faster and the ground- 
wheels slower, and thus augment the drawing- 
force of the machine. Wh'jn t!io machine is' 
travehng on level roads, or without load, the 
engine may be made to run as slow as will 
generate sufficient power for propulsion. Thus 
fuel and water may be greatly economized. 

1. The combination of the vertical gear- 
frame O, axle P, springs IT, arms « «', rods Vj 
w', and y, and boiler B, substantially as and 
for the purposes herein specified. 

2. The combination of the vertical carrying* 
and gear frame O, axle P, and counter-shaft 
q, with the gears ^ n m mounted thereon* pin- 
ions « s', and the ground-wheels and gears G- 
( and G' i', substantially in the manner and 
for the purposes herein specified. 

3. The combination, in the mSln-gear train 
of a steam i-oad-engine, of two or more pairs 
of speed-gears, each provided with a spring 
ratchet clntch adapted and arranged to en,- 
gage in one direction only, and- a 'shipping- 
lever for controlling said clutches, whfereby 
the relative speeds of the engine and ground 
wheels m:iy be changed at will whjlethe" raa- 
chiue is in motion, substantially in the man- 
ner and for the purposes herein specified. 

4. The combination of the sliding Ijeariug 
(7, frame c, speed-gear counter-shaft &*,tn6onted 
thercori, pillow-block W, frame and guides'Q' 
V, and the pins b^, these members being all 
arranged substantially in the manner and foi;. 
the purposes herein specified. 

217,787. FRANK L. FAIRCHILO, Mt. 

Vernon, Ohio. Traction-Engine. Filed 
May 24. 1879. Patented July 22. 1879. 
My invention relates to tnat kind of trac- 
tion-engine iuwhich steam and animal power 
may be used interchangeably or simnltane- 
ously and together to move the engine, the 
engine being adapted to be drawn by the ani- 
mals that guide it, and the steam-power being 
used to supplement, if need be, the po^er of 
the team, and being susceptible of being turned 
.oa or oflf, while the machine continues in mo- 



594 



TRACT/ON ENGINES.. 



"liou, wiu>out requiring tbe use of levert*. oi 
like instninientalities, operated by hand, tc 
throw the engine into and out of gear with 
the truck or driving wheels. 

My invention has reference to the means 
iised to provide for slip-niotioB — that is to say, 
means whereby tlic power-driven truck-wliceit 
can, when necessary, rotate independently of 
the diiving mechanisiu of the engine, and also 
of one another. For this purpose 1 propose 
to make nse of an antomatic-clutch arrange- 
ment, which I sliall now proceed to describe 
by reference to the accompanying drawings. 
m a traction-engine oi tlie kind described, 
the an torn atic- clutch mechanism herein speci- 
fied, the one part mounted in the hub of its 
wheel, and outwardly pressed by a spring or 
springs, the other part mounted on the axle 
or supi)orting-journal of the wheel, and ad- 
justable to and from the hub part, the whole 
arranged and operating: as set forth. 

217,941. SAMUEL S. HANKS, Prince- 
ton, la. Road-Engine. Filed June 12, 
1879. Patented July 20, 1879. 
The object m my inv<.ntion i:^ to produce a 
steam-motor suitable for common roads and 
for draft and stationary purposes on the farm, 
combining in the one machine a motor capa- 
IHe of drawing a wagon or train of wagons 
over any ordinary roads, muddy or dry, hilly 
or level, with the same facility that it can he 
don& witii horses, and at a less expense; also, 
capable of drawing a tiain of plows or doing 
any draft work on the farm, with the advan- 
tages of being quickly changed into a station- 
ary engine for tiie puipose of rnnning a tln"ash- 
iug-machino or saw, drilling wells, hoisting, 
pile-driving, &c. ; also, capable of having hose 
attached and being used as a fire-c*>^"ine. 

The principfil features of my motor are a 
boiler and engine resting on fonr supporting- 
wheels, the whole ^'eing propelled or driven 
along by too driving- wheels supplied with 
movable or at\jnstab!e spik* ^, spurs, or lugs, 
the said drivers being so arranged with ap- 
pliances hereinafter flescribed that they have 
perfect freedom of motion, and will adapt 
themselves to any inequalities of ground-sur- 
face without losing their tractive or propel- 
ling power, and they can also be UKide to re- 
volve fast or t-low, as greater or Icsy speed or 
power is required, by simply moving a shift- 
ing-lever. The whole weight of the boiler and 
engines rests upon springs, thus obviating 
any unpleasant and injurious jolting, and the 
whole machine is easily managed and guided 
by one man by the aid of an ingenious appli- 
cation of tiller-ropes, and wheel. When the 
motor is to be used as a stationary engine, 
the driving-wheels can bo i-aised np and a 
belt -wheel or pulley clamped or bolted to 
either driver, as is most convenient for the 
special service needed. 

I am aware that locomotives have been pro- 
vided with two additioiuil steam-cylinders and 
pistons moving therein for the pnrposeof forc- 
ing cog-wheels down into a rack placed be- 
tween the rails, whereby the locomotive is en- 
abled to ascend grades; and this I disclaim. 

i. in a ti"action-engine, the combination of 
the two sets of wheels B, which are arranged 
under both ends of and entirely support the 
engine, with a pair of traction-wheels, B', ar- 
i^auged between the two sets of supporting- 
wheels, and which wheels B' i>ropel the engine 
back and forth, and are always in contact with 
the ground, as shown. 

2. In a traction-engine, the auxiliary pair of 
wheels B', in combination with an air-pump 
and air-eyUuders, whereby the wheels may be 
forced against the ground to any desired press- 
ure that may bo necessary, substantially as 
described. 

3. The combination of the shaft Q, to which 
the power of the engiue is applied, the pinions 
S E, of unequal size, the* shaft U, wheels T V, 
of uuefiual size, a connecting mechanism, and 
a shaft, A', substantially as shown. 

4. In a tractiou-eugine, the shaft A', jour- 
naled in the front end of the conuecting-rods 
so as to have a vertical play, and adapted to 
be used either iu propelling the machine along 
by means of the wheels B' or for elevating by 
means of tiie drums T', substantially as set 
forth. 

218,714. CHARLES G. COOPER. Mt. 

Vernon. Ohio. Traction-Engine. Filed 
July 7. 1879. Patented Aug. 19, 1879. 
My invention relat^is to doable-acting auto- 
matic pawl-and-ratchet devices for coramuui- 
cating movemeut to the power-driven truck- 
wheels of a Irax^tion-engine, yaid devices being 
so arranged and coni!)inedasto automaticallj 
act iu either direction, whether forward oi 
backward, and at the same time to leave the 
said truck-wheels free to move independently 
of one another ana at different rates of speed, 
as is required when the engiae tarns or moves 
in a curved path. 



A double-acttng'au torn atic pawl-and-ratchet 
device thus combined with the truck-wheels is 
broadly considered, not new with me, the sami- 
being shown and described in Letters Pateut 
to Francis Alger, No. 117,958, dated August 
15, 1371. My invention is directed to an im- 
proved constiiaction of the device itself, aud 
also to improvements iu the manner of com- 
bining or arranging it with respect to both the 
driving mechanism, from which it receives 
movement, and the truck-wheels, to which it 
imparts movement. 

' My improvements are particularly adapted 
to that kind of traction-engine in which steam 
aud animal power may be used interchange- 
ably or simultaneously and together to move 
the engine, aud it issuchanengiuethatlhave 
representtd in the drawings. It will, how- 
ever, be understood that said improvements 
are equally adapted to other kinds of tractiou- 
eogiDea. 

The pawl-and ratchet mechanism may be ap- 
plied to the axle of the power driven truck- 
wheels or to the truck-wheels, or it may be 
mounted upon what is known as the ''inter- 
mediate shaft." I prefer the latter arrange- 
ment for several reni^.-os, and have repre 
seated the same iu the drawings. 

1. The power-driven re versing-disk provided 
with peripheral rounded or carved guide 
teeth, the ratchet-disk, and the pawl-wheel, 
with one or more pawls thereon, these mem- 
bers being combined and arranged for joint 
operation, substantially as set forth. 

2. The reversing-diskand guide-wheel there- 
on, aud the pawl-wheel, iu combination with 
the ratchet-disk mounted loosely on the hub 
of said reversing-disk, and connected there- 
with by a tongue-and-groove connection, which 
will permit the independent movement of the 
reversing-disk requisite to the proper shifting 
of the guide-teeth when movement is reversed, 
substantially as set forth.' 

3i In combination with the ratchet-disk, ar- 
ranged to operate in connection with the re- 
versing-disk and pawl-wheel, substantially as 
described, a brake or friction device, swbstan 
tially as and for the purpose set forth. 

4. The automatically double-acting pawl 
and-ratcbet mechanism, composed of the re- 
versing-disk, the ratcbet-disk, and the pawl- 
wheel, mounted on the intermediate shaft, and 
arranged to operate together as specified, in. 
combination with the engine-shaft provided 
with reversing or shifting gears, and the in- 
clined shaft geared on the one hand to the in- 
termediate shaft, and ou the other hand tO the 
engine-shaft, substantially as and for the pur- 
poses set forth. 

5. The automatically donble-aeting pawl- 
and-ratchet mechanism, composed each of the 
reversing-disk, the ratchet-disk, and the pawl- 
wheel, mounted on the intermediate shaft, and 
arranged to operate as described, in combina- 
tion with the independent rear truck-wheels 
geared to and receiving motion from their re- 
spective pawl-wheels, the inclined shaft, aud 
the engine-shaft, provided with reversing or 
shifting gears, under the arrangement and for 
joint operation as set forth. 

6. The automatically donble-aeting pawl- 
and-ratchot mechanisms and the intermediate 
shaft, on which the same is mounted, iu com- 
bination with the engine-shaft, the independ- 
ent power-driven truck-wheels, and mechan- 
ism whereby power from the engine-shaft is 
transmitted through said pawl -and -ratchet 
mechanism to the truck-wheels, substantially 
as set forth. 

219,452. HENRY A. EDWARDS, Chi 
cage. III. Locomotive Tram-Wagon. 
Filed Feb. IJ, 1879. Patented Sept. <>, 
lR7t) 

This invention relates to improvements in 
that class of road ortractiou engines propelled 
by steam or other power acting upon the car- 
riage, and in which the whole apparatus moves 
upon an endless traveling tramway laid down 
at one end of the machine and taken up at the 
other as the carriage progresses iu either di- 
rection, the object being to fuvi\ish a broad 
and 6rm base for the support of the apparatus 
while passing over soft ground with su<;h ad- 
hesion as will prevent all slipping, and at the 
same time furnish a moans by which the car- 
riage can be readily tui ne<l to the right or loft— 
a desideratum not hitherto fully accomplished 
by other machines of this nature, as iu the en- 
gines heretofore constructed in which a iriova- 
bletrainwaywaseuiployed, if the bearings upon 
the eurth were of sulUcicnt leugtli to fully sun- 
port the apparatus while moving over sof'l 
ground, it wa^s found <dinost impossible t-o tuiii 
them from a direct line without the aid of somo 
device of the nature of a turn-table, or by tho 
use of skids, upon which they are run, and 
then slid by lovers to the right or left, as may 
be desired; and to this end the iuvention con- 
sists, fii-st, iu the application of certain levers 
which throw the weiKht of the front end of the - 



machineuponthesteering-wheel, substantially 
supporting the apparatus upon two points—: 
namely, the steenng-wheel and the rear bear^ 
ing-roller— thus giving the steering-wheel a 
tirtn hold upon the ground, and placing it at 
the long end of a lever the fulcrum of which 
is the middle of the rear bearing-roller above 
named; and, secondly, the invention consists 
in the peculiar construction of the tram-platca, 
by which a firm hold upon the ground is se- 
Gur^'i as wftU as (Treat durabihty, while the 
whole device, when its several parts are hinged 
together, is sufficiently flexible to meet the re- 
quirements of the machine; and, thirdly, the 
iuvention consists in certain details of con- 
struction and arraTigementof parts, which'will 
be hereinafter fully described, and then spe- 
citlcally stated in the claims. 

1. In a traction-engine moving upon an end- 
less tramway, the combination, with the guid- 
ing-wheel, of means, substantially as described, 
for raising one end of the engine and ti-amway, 
for the purpose of facilitating the turning and 
guiding of the same, as set forth. 

2. The tram-plates 0, of triangular section, 
hinged together and provided with an inter- 
nal wood-tilliug, and mortises d, in combina- 
tion with the driving and bearing rollers, tbo 
whole forming an endless tramway with a cor- 
rugated bearing-sniface, as and for the par- 
pose specified. 

3. The engine-shaft D, provided with two 
driving-puUeys, and connected with the shafts 
6 and Q' at opposite ends of the machine by 
snitaDie belts, tn combination with the spnr- 
gears, driving-rollers K K', bearing-rollers M 
M', and endless tramway, all coustructecl and 
operating in the manner and for the purpose 
described. 

4. The bearing-plate or apron A% in combi- 
nation with the endless corrugated tramway 
and driving and bearing rolls, substantially as 
and for the purpose specified. 

219,938. JOHN J. HALCOMBE, Bal- 

shara, Kngland. Endless-Track Vehicle. 

I'iled May 8, 1879. Patented Sept. 23, 
1879. Patented in England July 5. 1878. 

The apparatus, which maybe applied to ve- 
hicles with two or more wheels, consists of a 
seriesof plates of convenient width and length 
jointed or linked to each other at their ends, 
so as to foiTU an endless band or chain, the 
joints or links being of such a character that 
the plates may freely move in any direction. 
One of such bauds or chains is carried on each 
side of the vehicle, and revolves round suita- 
ble drums at the extremities of the vehicle, 
and in snch a position that the lower part, for 
the time being, of such chain shall always lie 
upon the ground, and, being in the same ver- 
tical line as the wheels of the vehicle, thus 
formsacontinuouslineortramway, upon which 
the wheels may run. The drums on each 8id( 
of the vehicle revolve upon studs or axes car 
ried by frames capable of being moved hori 
zontally by suitable connections from the axles 
or under carriages of the supporting- wheels, 
thus insuring the rails or tramways being al- 
ways laid in the track of the leading wheels of 
the vehicle when moving iu curves or turning 
corners. 

Each pair of wheels, in the case of a four- 
wheeled vehicle, is carried by ah under car- 
riage, which turns upon an ordinary. percU- 
bolt, the under carriages being suitably con- 
nected by cross-rods or levers, so that in turn- 
ing comers or moving in other than sti-aight 
lines the wheels on either side of the vehicle 
shall run in the same curve or part of a circlej 
and in order that my said invention may be 
more clearly understood and readily carried 
into eftfect, I will proceed, aided by the accom- 
panying drawings, more fully to describe the 

same. 

Having tbusdescnbed tbe nature of my said 
invention and the mode in which I carry the 
same into eHect, I would have it understood 
that I do not claim the em ploy meat, generally 
considered, of endless chains or tramways car- 
ried by vehicles, and caused by the forward 
motion of the vehicle to lie on the ground in 
position for tl-.e supporting - wheels to run 
thereon when snch are not combined with 
means to facilitate the rnnning of the vehicle 
in other than straight linefi,* 

1. The bracket e, mounted ou centers e' at 
eacu siae of a vehicle, ana depoudiDg down- 
ward in front of the wheels, verticidly and 
horizontally rotating rollers g h, and arms or 
levers j, secured to the unuercarriage aud op- 
orating the guide-frame or brackets e, substan 
tially as set foi-th. 

2. The endless-chain tramways or railways 
/, having plates or frames i', steel face i^, side 
flanges P, and links i*. 

3. The under carriages b 6", connected to- 
gether by cross-bars or levers d, and adapted 
to turn on perch-bolt c, and bracket e, secured 
at one end to the .carriage-body and depend- 
ing downwardlv to a short _distance belo ""the 



TRACTION ENGINES. 



595 



center, and piovided at iutervals with studs 
or axes, on whicli ni&mouiued rollers g A, for 
facilitating^ and controlling tbe movement of 
the^ chain tram way r, substantially as set forth. 

220,612. WILLARD T. HATCH. In- 
dianapolis, Ind., assignor to Atlas Euginc 
Works Company, same place, Road-En- 
gine. Filed June 10, 1879. Patented Oct. 
14. 1879. 

1 have iievised an improved nrrangooicnt 
of the parts for trausmlttin;; power froin tlio 
engine to the driving-wheels. I nso a single 
engine, with the obvions economy of constrnc- 
tiou and repair and the diminislied friction dao^ 
to snch,and have connected an efficientdevicc 
for starting the engine when it is stopped oil 
the center. 

1. Tn a portable and traction engine having 
ft'Chaii). 1>. for comin""''*4itlng power to the 
bcariug-wheels TV, tue shaft I, taming on a 
fixed csnter, and the shaft H, torning on a 
movable center, in combination with means, 
O 0, for accosting the position of (he latter in 
a.path concentric to I, as and for the purposes 
faQFein set forth. 

2t In a portable engine bavitfg a single cyl- 
inder, tho friction-piece B, rod Q, lever P, and 
connection K adapted to serve as herein speci- 
Aed. 

221.265. JOSEPH ALLONAS, Mans 
field, Ohio. M. ,D. Hnr'ter, executor o) 
estate o( said AUonas, deceased. Porta- 
ble Engine. Filed Sept. 21, 1878. Pat 
enffd Nov. 4. IK7u ' 

The invention relates to tUat class of trac- 
tion or portable engines adapted to be drawn 
'by the team which guides it, the power of the 
engine being employed to RUDptem^tit t!> '^ of 
tbo team when required, being auuptetl to bti 
applied or removed at will: and it consists, 
more particularly^ in a novel anangemcnt of 
toe gearing through whicl' power is comrau- 
oicated lo the trnck-wlipels, and in providing 
a reversible clutch or p-twl-and-rntchet nr- 
rangement. through which the eni^^lne can be 
moved eitlier forward or backward, at will. 

It further cons^s^s in a novel anaugeuient 
of the rear axie and of the bractets in which 
said axle has its bearings, whereby tiie weigbi 
of the engine and boiler is thrown directly on 
said axle in ad'-'ance of the fire-box, insteatl of 
being sustained by the joint between the fire- 
box and boiler. 

Itforther consists in a novel device forchang- 
ing the lead of the eccentric for facilitating the 
backing of the engine, and in the combination 
therewith of set-screws and a stop for regu- 
lating the throw of the eccentiic, as hereinaf- 
ter explained. 

1. In a traction-engine, the copdiination of 
the engine-shaft, the rear axle carryingon each 
end an aatomatic clutch or pawl-and-ratcbet 
arrangemeu t, the tmcfc-wheelsmbuuted loosely 
ou' said axle and acthated through >:he me- 
dium of said pdwl-and ratchet arrangement, 
and the inclined shaft geared at one end di- 
rectly to the engiiie-shaft aad at .the other end 
directly to the axle. 

2. Tbe inciined shaft geared at one end di- 
rectly to , a rear axle carrying loose truck- 
wheels and antomatic paAfland ratchet ar- 
raiigements for imparting movciuicnt from the 
axle to the respective wheels, and ab the other 
'end directly to the engine-shaft throngh the 
iustrnmeutality.of a shifting adjn6t%^legear, 
which can be moved'to disconnect said in- 
clined shaft from the engine-shaft, when de- 
sired. 

3. The beariug-brackets in which the main 
axle ia mounted, connected with the fire-box 
and with the boiler in advance of the fiie-box, 
for relieving the latter of the weight of the 
boiler and eng^ie and giving increased trac- 
tion to the dri.'iflg traction-wheels 

4. The rear axle arranged below the boiler 
and in front of the -ire-box, in combination 

vith the truck.wheeis moiiuted loosely there- 
im, the jtawl-and-ratchfet arrangements for im- 
parting movement from the axle to the respect- 
ive, wheel^, the inclined shaft, and the engine- 
shaft, the, whole being coostrncteu fo operate 
substantially as described. 

5. The CoHara C 0*, constructed, and oper- 
ating substantially as described, for changing 
the lead of the eccentric and reversing the 
movement of the engine-shaft. 

S. The collar C- provided with tJie pin' or 
stop, in combination with the slotted segment- 
al collar 0^, provided with the set-screws, for 
the purpose and substantially as described. 

221.266. JOSEPH ALLONAS, Mans-, 
field, Ohio; .M. D. Harter, executor of es- 
tate of said AUonas, deceased. Portable 
En'gine. ' Filed Feb. 5, 1879. Patented 
Nov. 4, 1879. 

My invention relates to a novel arrangenienr 
of pawls for connecting the main a;roini(l or 
traction wheels of the engine with the rotating 
pxle for moving or propelling the engine, and 
to the nionns for ett'cctlni;. the aujnsimeiit of 



the pawls for connecting fhe wIk-wI.>; with the 
axle moving in either direction, or for discon- 
necting the wheels fro'n the axle, .is herein- 
after dcscribc'.l. 

The engine, in its gciieral outline of con- 
stidciion and nrrangcnient of parts, is similar 
to that described in another nppUcation, and 
need not therefore be specifically described 
here, e.\cept in the i)arls embodyiiig my in- 
vention. 

SSy the uuijstruction antl anangcnient of 
parts described the adjustment of the pawls 
is greatly facilitated. They are arranged in 
l)airs, and all employed fpr connecting any 
one wheel with the axle, arc adjusted simnlia- 
nconsly by the movement of a single levtr, 
whether for throwing into action in either di- 
rcctiou or for disconnecting the ground-wheel 
from therotary movement of its axle, thu.s facili- 
tating the appl lea tion of the no wor of the engine 
for propelling itself over the foad, for back- 
ing it when required, and for superseding or 
supplementing the power of the team, so that 
the latter can bo nsed merely for guiding, or; 
for both guidiug and assisting in the propul- 
sion of the engine, as the character of tbe 
ground over which the engine is being moved 
may require. 

i. in a iractEon-engine, the combination, 
with the power -drivca axle and the truck- 
wheels mounted loosely thereon, of a double 
pawl-and'-ratchet mechanism for imparting 
movement to the wheels in either direction, 
and mechanism whereby the pawls may be not 
only shifted, but also held entirely out of en- 
gagement with their i-atchets. 

2. The rear- truck wheels, in combination 
with mechanism for rotating the axle by the 
main engine-shaft, the ratchet-wheels, a double 
set of pawls, and mechanism, substantially as 
describc<l, for shifting tbe pawls at will. 

3. The rear-truck axle, in combination with 
the pawl-carriers, the double sets of pawls, and 
the ratchet-wheels connected with and oper- 
ating the truck-wheels, substantially as de- 
scribed. 

4. The pawl-carriers on the axle, in combi- 
nation with the double sets of pawls, the 
springs, the ratchets, aud tlic mechabism for 
shifting the pawls at will. 

5. The inclined shaft driven by the engine- 
shaft and provided at its lower end with the 
bevel-pinion, in combination with the loose 
axle and the gear-wheel rigidly secured there- 
to, pawl-carriers, double pawls, ratchet-wheels, 
and a pawl-shifting device, aubstantiaHy as 
described. 

6. The pawls intermediate between the ro- 
tating axle and the traction -wheels, arranged 
in pairs connected by a single spring, sub- 
stantially as described. 

7. Tbe combination, with the pawl-carriers, 
of the pawls arranged in pairs and the adjust- 
ing disk or plate for simultaneously adjusting 
saidj)awls, substasitially as described. 

221,900, CASSIUS M. MILLER, Can 

ton, Ohio. Traction-Engine. Filed July 

22, 1879. Patented Nov. 18. 1879. 

Aly invention is deaignci to improve, in sev- 
eral important particulars, the construction 
and opei-atlon of portable engines nsed for 
thrashing and general farm purposes, and re- 
.atca more espcoially to the engine heretofore 
invented and ])atented by me, the general fea- 
tures of which are an upright boiler cairying 
the cylinder, crank-shaft, and their connec- 
tions, and mountefl npcn frontandrear wheels. 

The principal object of the present inven- 
tion is to convert the engine into a traction- 
engine and mount it upon springs, for the 
pnrpose of relicvii.g the strain causetl by sud-, 
den shocks and jars in mo\ing from place to 
place. 

To this end it consists, first, In a tracticn- 
engine, consisting of the boiler and engine 
mounted upon a truck at the front end, and 
iupported by springs upon the main axle at 
the rear end, acounter-shuftcarryitigcomi>eu- 
satiug-gearing supported from the main axle, 
to move with it independently of the engine* 
and boiler, and to commnuicate power to the 
driving-wheels, aud a compensating tumbling- 
shaft for transmitting the motion of the crank- 
shaft on the engine to tbe gearing ou the 
counter-shaft. 

It also consists in the combination of a com- 
pensating tumbling-shatt with the crank-shaft 
on the boiler and tiie gearing on the counter- 
shaft, which is mounted aponaud moves with 
the main axle independently of the boiler, for 
'the purpose of transmitting the power of the 
engine from the crank-shaft to the counter- 
shaft, aud at the same twne accommodating 
the tninbliug-shaft to the movements of, the 
engine and boiler on their snppor ting-springs, 
wliile preserving Its connection witii the gear- 
ing OR till! connter-shaft. 

if also coii.-si;jts)n thecompcusating-gearing 
on tli^ romiler slr.,f^, combined with the driv- 
ingvvln'ois, the independently-moving boiler 
ciieiy'iui' Hie iiri;cl»;inismtoroperating the gear- 
ing, -iiid titfti swiveled truck at the fro. .t of (he- 



engine, for the purpose ot transmitting the 
power from the tumbliug-shatt to the driviug- 
Wheels, and adapting the latter to follow the 
direction of the truck in tnrning to the right 
or left without straining the driving mechan- 
ism. 

It also consists in the emidoyment bf studs 
or equivalent devices mounted upon the main 
axle to receive the springs upon which (he 
boiler is supported, and, carrying the geared 
counter-shaft, so that.it shall move with the 
axle while the boiler moves on the springs. 

It also consists in combiniug an adjustable 
fly-wheel with theci-ank-shaft, thecompensat- 
ing'gearing, and the compensating tnmbling- 
shaft, and the driving-wheels, for the pnrpose 
of preventing the momentum of the fly-wheel 
from breaking or otherwise injuring the gear- 
ing and Its connections when the driving- 
wheels meet an obstruction and tbe crank- 
shaft continues to rotate. 

I do not claim the following in this applica- 
tion, to wit,'the independent main gear-wheels 
connected with the truck-wheels, In combina- 
tion with the counter-shaft, havingtwo pinions, 
one fast and the other loose, to engage said 
main gears, the compensiting-gears on the 
counter-shaft, and inclined connecting-shaft 
gearing therewith, as the same is the Hubject 
of a former application, of which this is a di- 
vision, now in loterference. 

1. The tarm or traction engiue consmting 
of the engine and boiler supported at tbe for- 
ward end upon a swi veled truck and at the rear 
end by springs upon tJie main axle, a counter- 
shaft supported from the axle to move there- 
with independeiitly of the engine and boiler, 
compensating-gearing on the eountersliaft to 
receive and transmit the power of the engine to 
the driving-wheels, and a compensating tum- 
bling-shaft for transmitting the motion of the 
crank-shaft on the boiler to the gearingou the 
counter-shaft, substantially as described. 

2. In a traction - engiue mounted upoc 
springs, the combination of a compensating 
tnmbling- shaft with tbe crank-shaft carri&d 
on tlie boMer and with the gearing on the coun- 
ter-shaft, which moves with the main axle of 
the engine independently of the boiler, sub- 
stantially as described, for the purpose speci- 
fied. 

3. In a traction - engine mounted upoii 
springs, the combination of the compensating- 
gearing on the counter-shaft with the drivhig- 
wheels, the iodependeutly-moving boiler car- 
rying the mechanism for operating the geiir- 
iug, and the swivclcd truck at the front of the 
boiler and engine, substantially as described, 
for the purposes specified. 

4. The studs I, carrying the s]>rlngs on the 
main axlCj eouibitied with geared counter- 
shaft moving with the axles, and the engine 
and boiler moving ou the stujis, substantially 
as described, for the purpose 'si)ecified. 

5. .The adjustable fly-wheel, when combined 
with the crank-shaft, the compensating tum- 
bling-shaft, the compensating-gea,ving. and the 
supporting and driving wheels, for the pur- 
pose of prtjvcuting the momentum <»f the tiy- 
wheel from breakingorothcrwi.se injuring the 
gearing aud its connections when the driving- 
wheels meet an obstruction and the crank- 
shaft continues to rotate, aubstaiitially as de- 
scribed. 

6. The counter-shaft carrying the compen- 
sating-gearing, supported upon the main axle, 
so that its pinions S S' shall engage with the 
gears on the driving-wheels, by means of the 
studs I and bracket-bearings It, subsUmtially 
as described, for the purpose specified. 

7. The combination of the bra<;ket-bearing 
V with one of the studs I, and with the coin- 
pensatingtnmbliiig-shaft, for en gaging tbe pin- 
ion on the rear end of such shaft with the 
compensating-gearing on the counter -shaft, 
substantially as described. 

222,352. ORRIN C. HARRIS, New- 
port, N. Y. Steam Road-Wagon. Filed 
Oct. 10, 1879. Patented Dec. 9, 1879. 
1, Tbe combination of levers L' aud L^, rod 
M', brake-shoe S', and a band- wheel, snbstan- 
tlaily as shown and described. 

3. The coinbiuatiou of levers L' L^ baud- 
wheel K' and spur-wheel 11', gearwheel G' 
and i)inion C, and drive -wheel A', the pin- 
ion B' being located in front of and on tbo 
same plane with the axle of the drive-wheel, 
all as described, 

223,406. JAMES A. STOUT, Belleville, 
111., assignor to himself and Harrison Ma- 
chine Works, same place. Traction-En- 
gine. Filed July 2, 1879. Patented Jan. 
(>, 1H8II. 

To apply the propelling power directly to 
an adjustable front axle, to provide the axle 
with a univei"sal or ball joint motion, aud to 
make a more fconomical aud safe boiler for 
the engine arc the objects of my invtuitiou. 

The comuination, with tbe front axle, L, 
and boiler-siiell having IngsP', of the toothed 
wheel haviiiL' socket O' and smalTr^r sockets- 



596 



TRACTION ENGINES. 



/7",tbe twoinuvable trnnnioiis f",Ui\v\ag pro-, 
jecting piiia, and the slotted ball M', as and 
for the purpose specirted. 

224,427. LEWIS W. HASSELMAN, 

Indianapolis, Ind. Portable Engine. 

Filed Nov. 20, li<79. Patented Feb. 10, 

1880. 

The object of my said inveation is Co pro- 
vide a means which will admit of the drive- 
wheel being lowered, so that its lower side 
will bo consfderably below the upper side of 
the carrier-wheel nearest it, and at the same 
tim.e allow the latter tb circle freely about the 
former. This I accomplish by running the 
shaft for the drive-wheel across the front end 
of the boiler and making the position of the 
king-bolt vertically underneath said shaft, or 
nearly so, by means of a forwardly-projeeting 
attachment fastened to the bottom of the 
boiler. 

Heretofore the attachment employed in this 
connection haji projected vertically downward 
from the bottom of the boiler rather than for- 
wardly, as does mine. "With such an att-acb- 
ment, while the drive-wheel could occupy the 
game position showu in uiy drawings, tbecar- 
rier-wheelscouldnottnintotheextenttowhich 
they should without striking it; To obviate 
this disadvantage some engines have been 
made with the drive-wheel shaft placed over 
the top of the boiler; but as such a location 
makes it necessary to also raise the steam- 
chest and cylinder, thus making the engine; 
top-heav}', it has made that steadiness of mo- 
tion which all engines should have difficnlt to 
obtain, and made them more liable to topple: 
over wlieii passing over uneven ground. Such 
an attachment of the shaft and cylinder is 
more likely to wrench or strain the boiler and' 
cause it to leak than when they are attached 
to the sides and lower down. 

As hereinbefore indicated, t am aware that 
engines have been constructed with the drive- 
wheel shaft vertically above the front axle, 
and probably more engines are constructed 
with the peripheriesof the drive-wheel and car- 
rie^wheel passing each other than in any 
other way, as it is very clesirable that they 
phould. I have, however, never seeu the for- 
mer feature combined with tha latter, which 
it must be, in order to come ^vithin the scope 
of my invention or to accomplish its object. 

1. The coinbinatiou of the wheel F, mounted 
oil a shaft, G, ronning in front of the boiler 
A, and mounted upon bearings attached to the 
sides thereof, with the wheel C, mounted upon 
the axle D, which is pivoted to the forwardly- 
projeeting attachment E upon the under side 
of the boiler when the pivot-point of the axle 
D is vertically beneath the shaft 6 and the 
peripheries of the wheels F and pass each 
oiher,all uubstantiallyasshown and described, 
and for the purpose specified. 

2. The combination of the wheel F, shaft G, 
wheel C, and axle D, the shaft G being at- 
tached to bearings attached to the sides of the 
boiler at a poin t below its top, and the axle D 
being pivoted at a point vertically below said 
shaft, while the peripheries of the wheels pass 
each other, all substantially as and for tho 
purpose specified. 

224,868, OLIVER H. BURDETT, New 

Athens, Ohio. Traction-Engine. Filed 

Dec 20, 1879. Patented Feb. 24. 1880. 

This invention refates to that class of trac 
tion-eu ginesor road-steamers thatare in tended 
to draw loads on ordinary roads, and to be 
used for thrashing, corn-shelling, wood-saw- 
ing, and kindred purposes. 

The objectof the invention is to squeeze the 
dirt between diagon.il bars and leave the face 
or outside of the wheels clean; also, to give 
elasticity to the axle-frame; also, to hold the 
boiler securely in place on the engine, and 
also to secure the steam-cylinder to the under 
side of the boiler. 

A. traction-wheel as ordinarily constructed 
has a solid face or rim provided with periph- 
-eral cleats, ridges, or corrugations to increase 
its hold upon the ground; but it is found that 
in soft ground the spaces between these ridges 
or corrugations become tilled with earth, that 
packs very hard !.nd ,creates a smooth surface 
to the wheel at the very time and place when 
it needs the most adhesive power. 

This objection to the ordinary traction-wheel 
is entirely obviated by tlie skeleton - wheel 
herein shown, and which may be constructed 
as herein shown, or may have one set of spokes 
with the rims connected by cleats or bars, or 
in place of spokes may have a radially-ribbed 
iron plate, or be constructed iu any other suit- 
able manner, preserving always, however, the 
essential features of a skoleloii or open periph- 
ery or face and the dijigoiial or cross bars or 
cleats. 

I. In a fracLioii-eiigino, and in combination 
with the rear axle thereof, tho open or skele- 



tou driving-wheels B K, providel with rims 
d' and cleats or bars rf, substaotlnUy as and 
for the purpose described. 

iS For suspending the rear end of the frame 
A; and to give elasticity to its movement, the 
axle D, loops c, springs c*, links or bolts c", 
and elastic cushion or spring c"', in combina- 
tion, substantially as boreiil .set forth. 

3, The frame A, plates K, pivoted saddle!/, 
and boiler M, iu combination, substantially as 
herein shown and described, whereby the said 
boiler is held in place in the engine. 

i. In a traction - engine, the cylinder N, 
boiler M, and saadle L, in combiuation, sub- 
stantially as herein shown and described, the 
said cylinder being secured to the under side 
of the boiler, as herein set forth, 

225,027. JOHN SINNAMON, Oswego, 
N. Y. Ball and Socket Couplings for 
Vehicle Axles. Filed Dec. 24, 1879. 
Paiented Mar. 2. 1880. 
Heretofore in applying such joints to axles 
the socket has generally been placed on top 
of the axle, and when .so applied, the center of 
motion being above the center of the axle, the 
axle has a tendencv to pitch forward, bring- 
ing (he shell of the socket iu coutact with the 
ball-arni, thereby causing undue friction. 

The object of my invention is to provide a 
ball-and-socket joint for front axlesof vehicles 
which will allow the armsof tlieaxle to swing 
itecly iu their horizontal and vertical planes, 
while the axle is not permitted to turn nor os- 
cillate on its longitudinal axis. 

The corabinalion of the axle B, the ball A, 
stud 0, and block or slide D, with a socket, 
said socket ueing provided with a slot, E, sub- 
stautially as herein de.scrihed. 

225,0S0. CHARLES G. COOPER, 

Mt. Vernon, Oliio. Traction-Engine. 
Filed Jan, 20. 1880. Patented Mar. 2, 
1880. 

My invention has relation- to a traction or 
road engine of the kind described iu my Let- 
ters Patent No.*218,714, dated August 19, 
1879 — that is to say, an engine iu which mo- 
tion is communicated from the motor to power- 
driven truck-wheels through the intermediary 
of a double-acting automatic pawl-aud-ratchet 
mechanism. 

I have in some respcetsimprovedandsimpli- 
fled the constructiou of what is called the " re- 
versing disk" in my aforesaid Letters Patent. 

I have also devised a different way of ob- 
taining the friction which is requisite in order 
to cause said disk to operate the pawls, and 
have modified the arrangement of the disk 
jyith respect to the pawl-carrier. 

1. The combination, with the rotating pawl- 
carrier aud one or more pairs of pawls carried 
by the same, of the reversiug-disk, capable of 
a movement of partial rotation independently 
of the pawl-carrier, and provided with one or 
more toiigues, projecting one between each 
pair of pawls, and a friction device to retard 
the movement of th« said disk when the lat' 
ter is not; engaged with the pawl-carrier, sub- 
stantially as hereinbefore set forth. 

2. The rotating reversing-disk, provided in 
its hub with one or more friction-blocks, iu 
combination with means, substantially as de- 
scribed, for pressing said blocks more or less 
closely against the journal or axle on which 
said disk moves, substantially as and for the 
purposes set forth. 

3. In an antomaric double-acting pawl-and- 
ratchet mechanism operating substantially aq 
described, a pawl-carryiiig w heel provided with 
spokes, spaced as specified, in combination 
with a reversing-disk provided with a tongue 
which -projects tlirougli the wheel between said 
spokes into the space between the pair of 
pawls on said wheel, substantially as and for 
the purpose set forth. 

225,560. EDMUND D. BROWN and 
ANDREW J. HOAG, Battle Creek. 
Mich., assignors to Nichols, Shepard & 
Co. Traction-Engine. Filed Jan. 2S 
1880. Patented Mar. 16, 1880. 
The invention relates to a uovel arrange- 
ment of gearing interposed between the main 
driving orengiuesh.ift and the traction-wheels, 
by means or through the adjustment of which 
the direction of movement of the machine or 
engine over the surface of the ground Can be 
reversed without reversiug the eiiyiiie or the 
direction nf rotation of the engine-shaft, as 
hereinafter exohiined. 

1. In a traction-engine, the gears IC K^ 
mounted on adjustable shafts interposed be- 
tween the main engine-shaft and the traction- 
wheels, said gears being always in mesh one 
with the other, aud one of them, K', with a 
ti'ansmitting gear-wheel, around which-said 
gears are adjustable, the arrangement beiiit- 
substantiplly as described, whereby oitner ol 
said gears may be thrown into mesh wiih a 



gear on the engine shaft, asdesired. for chang- 
ing the direction of travel without reversing 
the engine or the directiou of rotation of the 
eugine-shaft. 

2. In a traction-engine, the transmitting-- 
gears K' K^ interposed between the engine- 
shaft and the traction-wheels upou independ- 
ent axes attached to an adjustiug-lever, where- 
by they can be adjusted forthrowing either of 
said gear-wheels into engagement with the 
driving- gear, as desired, for reve.sing the 
movement of the traction-wheels, substan- 
tially as described. 

3. The combination, with the driving-gear 
K on the engine-shaft, of gears K' K', made 
adjustable around the transraitting-gear K', 
and either of which may be thrown into mcsli 
with gear K, for imparting motion to gear K^, 
and thence, through the secondary shaft, to the 
traction-wheels, for propelling the same, all ar- 
ranged and operating substantially as and for 
the purpose described- 

225,695. FRANK L. FAIRCHILD, Mf 

Vernon, Ohio. Road - Engine. Filed 
Feb. 6, 1880, Patented Mar. 23, 1880. 

My invention is directed to obtainingaHim 
pie, cheap, arid eftective arrangement ol do 
vices for imparting motion from the engine 
to the driven truck-wheels of a traction-en- 
gine in such a way as to permit either wheel 
u> travel faster than the other when the en- 
gine turns or travels ill a carved path ; also, 
to readily admit of the macUno backing or 
going forward at pleasure without reversing 
the movement of the engine-shaft, and i'lso 
to permit the wheels to be thrown into and 
out of gear at pleasure with the driving or en- 
gine shaft. 

I am aware that various combiuatious of 
devices have heretofore been uaedTor the fore- 
going purposes. It is my object to obtain 
ihese results by an arrangement and combi- 
nation of devices simpler, more eonvenient, 
and more effective than those heretofore used.' 

I. In combination, the rearaxleand its track- 
wheels, the compensating -gear mounted on 
said axle, the inclined shaft with pinions fg, 
the engine-Shaft, thegearsii, mounted thereon 
and connected substantially as described, and 
the shifting - lever L, said parts -being con- 
structed, combined, and arranged for joint op- 
eration as hereinbefore shown and specifiea. 

3. The combinatiou of the double pinion 1 2, 
the shaft D, the gears h i, the slide-bar M, con- 
nected to and communicating with said geaifi, 
as described, and the lever L, these parts bor 
ing arr.anged to jointly operate, substantially 
as hereinbefore shown and set forth. 

227,259. ALONZO JILLSON, Racine, 
Wis., assignor to J. I. Case & Co. same 
place. Traction-Engine. Filed Feb. 5, 
1880. Patented May. 4. 1880. 
_ln a traction-engine, the combination of the 
sliding journal-boxes E E, slotted hangers X 
X, and adjusting screws b d, with the cross- 
shaft Q and wheels or gears S T^jabslantially 
as shown and described, whereby the said shaft 
and gears may be disconnected'from the trair 
of gears, as set forth. 

227,441. CASSIUS M.MILLER, Canton, 

Ohio, assignor of one-half to C. Aultman 

& Co., same place. Traction-Engine. 

Filed Oct. 30, 1879. Patented May 11, 

18.80. 

My improvements relate to a farm or trac- 
tion engine heretofore invented by me, where- 
in a vertical boiler with an engine attached 
toils front side is supported by springs from 
the rear axle of the carrying-wheels, for the 
purpose of relieving it from the injurious ef- 
fects of sudden jars daring transportation from 
one place to another. 

The boiler is provided with a long curved 
reach swiveled to the front truck, and heoce 
the larger part of tho weight is supported by 
the springs from the rear axle. The rear car- 
rying-wheels are driven from a counter-shaft 
supported by studs upon the rear axle aud 
provided with a fast and loo.se pinion to en- 
gage with gear-wheels on said wheels. The 
countershaft and axle are fixed with respect 
to each other to preserve the working con- 
tact of the gear-wheels and pinions; but the 
boiler has an iiidepeiulent movement on the 
springs which arc applied to the studs. The 
counter-shaft also carries differential gearing 
to compensate for the unequal travel of the 
carrying-wheels when the machine turns to 
one side or the other, and the differential gear 
is driven from the engine-shaft by suitable 
gearing and an extension tumbling shaft, for 
Che purjiose of compensating for the varying 
distance between the crank aud counter shafts 
as the boiler rises and falls on ihe springs. 

My present improvemcul* on Ihis engine 
consist, principally, in Iho airangeinont of a 
combined vertical and lioriitontal boilfer sup- 
ported by springs from ijolli the front anc 



TRACTION ENGINES. 



597 



rear axles, tor tbc jmipose of susfainiiig its 
entire vTeight ojiou c<priiigbearings. 

I also dispense with the exteiisiou tuiiibling- 
sliat'b aud its connected gearing, iirid substi- 
tute therefor a chainbeil to connect the cn- 
gine-shiift directly with the ditterential gear- 
ing oii the counter-shaft, for the purpose of 
preventing the connecting medium front being 
cramped, to resist the free movements of the 
boiler, to avoid the torsional strain due to the 
tuuibling-sbaft,andtbprovide astronger, mort 
tiexible, and cheaper connection than the 
shaft. 

A further improvement consists in the com- 
bination of a brake with the engine, so ar- 
ranged that the brake-shoes shall not move ver- 
tically with the boiler on its springs, while tbc 
lever and rod for operating the brake-shoes 
shall partake of itd movements. 

By this arrangement the brake can be read- 
ily applied from the rising and falling boiler 
^when the rear end of the latter is moving up 
'and down on the rear axl^. 

1. in a traction-engine, a chain-belt com- 
bined with the engine-shaft, the differeutial 
geiiriug O, the counter-shaft H, and the boiler 
mounted upon the studs I qf tbo rear axle by 

.means of the spring-bearings, substantially as 
described, for the purpose spccifieil. 

2. A traction-engine in which the boder is 
composed of a vertical part, A, and a hori- 
zontal part, B, both together forming part of 
the engine-carriage, and suspended between 
tha front and rear axles by socket-clips and 
springs within the sockets, arranged aubstan- 
tiullj as described, for the purpose specified. 

3. The rear bearings for the boiler, consist- 
■ ing of the socket-clips J, attached to the rear 

axle and containing the springs L, the in- 
verted sockets M', attached to the boiler and 
receiving the lower sockets and their springs, 
the studs I, screwed into Llie clips J and pass- 
ing upward through the springs and inverted 
sockets, and (ho upper guide-sockecs, M, at- 
tached to tho boiler to receive the upper ends 
of the studs, substantially as described, for 
the purpose specified. 

L The front bearing for the boiler, consist- 
ing of the uocket X, attached to the front axU. 
and conlatufng tlio spring TT and steadying- 
plate 7j, and the socket \V, attached to the 
boiler to receive the socket X, with its springs 
audsteadyiug-plate, so as to bear upon said 
plate for compressing the spring beneath it, 
substantially as desciibed, for the purpose 
spec i lied. 

0. The combination of a brake. with a trac 
tioii-eugine in which the boiler forms a part 
of the carriage and is articulated upon the 
front axle to permit the vertical movement ol 
its roar end on springs that support such end 
upon the rear axle, said brake beiflg arranged 
on studs I above tlie supporting-wlieels C, so 
that the shoes shall not rise and fall with the 
boiler, while the biake-lever and couuectiug- 
rod shall, partake of its movemelits, substau- 
tially as described, for the purpose specified. 

228,688. THOMAS AVELING, Roch- 
ester, Eng. Road-Engine. Filed Jan. 
,13.. 1880. Patented June 8, 1880. Pat- 
ented in England Jan. 15, 187G. 
The object of my invention is to enable 
road locomotive -engines of six-horse power 
and upward to be used on railways the usual 
gage of which is less than the gage required 
tor the road-wheels of engines of such capacity. 
Hitherto it has been the practice to place the 
driving-gear (or the greater portion thereof) 
betwc(>a the boiler and the driving-wheels, 
which necessitated a great width of gage. 
To provide for a narrower gage withoat alter- 
ing the dimensions of the boiler I propose to 
rearrange the gearing for working with two 
speeds, and also to place the gearing within 
the width of the boiler, and also to key all of 
the gear-wheels firmly on their shafts, and 
thereby to avoid the inconvenience arising 
from the ase of pinions sliding on feathers. 

1. As an improvement in road locomotive- 
engines, in combination with the engine E, 
driving-shaft 1, spur-wheel m on shaft I, and 
pinion I, meshing with the spur - wheel wi, the 
train of faring arranged, as hereinbefore de- 

seribed, between horn-plates E B',foT the pur- 
pose of transmitting the power from the en- 
gine E to driving -shaft I, substantially as 
specified. 

2. The pinions 6 6', in combination with the 
shifting spur-wheel ft, shifting pinions h'j, and 
spur-wheels if, as and for the purpose sub- 
stantially as described, 

3. The lever G and rod eZ, provided with the 
forks/, in combination with the shaft P, sab- 
stantiaUy as described. 

4. The sleeve-shaft F. lield on fixed shaft o, 
in combination with the spur-wheels h and 
pinions h'j^ sobstantiaUy as described. 

5. The horn -plates B B', in combination 
with shaft O, carrying pinions b &', fixed shaft 
c, a,nd sliding shaft F, carrying spur-wheel ft 



and fixed pinions ft' j, shaft H, carrying spur- 
wheels ij and pinion i, and shaft I, carryin- 
spur-wheel »i and driving-wheels J J, us and 
for the pnrjiose substantially as described. 

229,715. HORATIO N. LAND and 
HOWARD CAMPBELL, Richmond, Ind. 
Steering- Gear for Traction -Vehicles. 

Filed Apr. 30, 1880. Patented July t>, 
1880. (No model.) 

Our invention relates to the provision of 
means for steering traction -vehicles under cou-' 
trol of the attendant, 

Our invention consists in the combination, 
with the pivoted truckof a traction-vehicle, of 
a counter-shaft located transversely beneath 
the vehicle, haviug thereon a continnous spiral 
groove between its bearings, and a single 
chain attached by its ends to the pivoted axle 
and winding upon the counter-shaft in said 
grooves, with suitable means for actuating the 
connter-shaft. 

The means for rotating the shaft D may be 
varied at pleasure without departing from the 
spirit of our invention, wbicli resides, essen- 
tially, in the use of a screw-threaded shaft and 
chain in the manner and for the purpose 
stated. The shaft is cut externfiUy by a spiral 
groove, as shown, forming what may be termed 
a "bastard" or "truncated" screw-thread, 
with sufficient width between the ridges to 
permit the alternate links of the chain-cable 
to lie flatwise upon the bottom of the groove. 
In the bottom of the groove is cut a narrower 
groove, of sufficient width and depth to receive 
those alternate links which occnpy planes at 
right angles to the axis of the shaft. 

The advantages thus gained are, the positive 
and uniform action of the chain and winding- 
5haft, preventing any slipping of the chain on 
<i)e shaft or any undue strain upon the chain 
from its links assuming improper positions in 
relation to the shaft. 

Thepitch of thescrew-threads will, of course, 
be determined by the distances apart of the 
ends of the chain and other circumstances;, 
and, as will be readily understood, when thej. 
chain is wound toward tither end of theshaftj 
and'the axle turned farthest from its normali 
position the angle of the chain to the winding- 
shaft will be such as to produce a greater fric- 
tion against the sides of the shaft-grooves, and 
thos, by consequence, more firmly retain the 
axle in positions of greatest strain by prevent- 
ing the slipping of the chain. 

It will be apparent that the actaaticg mech- 
anism for the shaft may be of any suitable 
kind, and maybe arranged for operation either 
rVom the front or rear of the vehicle. 

1. In combinatiou with the pivoted steeriug- 
ixieof a traction-vehicle, a counter-shaft ar- 
ranged transversely beneath the vehicle, hav- 
i iig thereon a con tinuous spiral groove between 
its bearings, winding thereon in said groove a, 
single chain attached at its ends fo the axle,' 
with worm-gear or other means for actuating 
said counter-shaft by the attendant, substair-' 
tially as specified. 

2. In combination with a steering'chain-ca- 
ble arranged and operating in connection with 
the pivoted truck of a traction-vehicle, for the 
purpose described, the winding-shaft D, con- 
structed with spiral main and supplemental 
grooves for guiding and retiiininff the chain. 
as set forth. 

230,052. JUNIUS POITEVENT, Ocean 
Springs, Miss. TraCtion-Engine. Filed 
Apr. 29,' 1880. Patented July 13, 1880. 
(No model.) 

The olgect of my invention is to furnish a 
traction-engine constructed in such a manner 
that the same may be used at will with full 
power for traction purposes, or as a stationary 
engine, whereby such engine is especially 
adapted for plowing. 

1. In traction-engines, in combination with 
the independent drive- wheels C and winding 
drums d and their separate gear-wheels d' 
and e, the shafts ft, driven from separate cylin- 
ders, loose gears vt ?n', sliding clutch g, shafts 
n n', and pinions o o' and p p'j substantiaHy as 
described and shown. 

2. In traction-engines, the corabiuatiohjWith 
the driving-shafts ft and their steam -cylinders, 
of the double eccentrics, slotted links 7;, rods 
f, rock-shaft s, arms t% and handle t^, substan- 
tially as and for the purposes set forth.. ' 

3. In traction -engines, the slotted arms*' 
and knotted rope *', combined with the wind 
ing- drums and the rock-shaft s, that is con- 
Lected with the reversing or stopping mech- 
anism of the engines, substantially as shown 
and described. 

4. In traction-engines, the throttle- valves a', 
arms 6', and links (/, combined with the steer- 
ing-arm V and steara-pipes of the separate cyl 
inders, substantially as and for the purposes 
specified. 

230.297. DAVID LIPPY aud JACOB 



ROUSH, Mansfield. Ohio. Traction- 
Engine. Filed Apr. 3. 1880. Patented 
July 20, IS^U. (No model.) 
The object of the invdntionia to provhlo an 
efticicnt meiuis for causing the boiler of the en- 
gine to nssnmo a horizontal position whether 
it.s carriage is passing up or down hill or trav- 
eling upon a love! plane.- The devices regu- 
lating tiie position of the boiler arc aciuated 
by the engino-shaft, and ore nnder the full 
control of the attendant. 

1. The thitch-box a and cltain ,r, in cx)mbl- 
nation with the clutches » and ^.thcshattl, 
shaft /c, alnl rod n, connected by intprincdiate 
gearing, substantially as specified. 

2. The clutches s and t and chain a-, in com- 
binntioii with. the shaft I aud counterpoise tr, 
substantially ns and for the purpose set forth. 

3. The clutch-bo.s «, sheave A, clutches « /, 
and chain a\ in combinution with the shaft J, 
counterpoise u\ pinion J, shaft A-, pinion /,and 
rack m, aul)staiitially as set forth. 

4. The rod n, having a r^^uk, m, upon its 
face, and connected with the axle of the front 
wheels, 13, by a ball-and-socUct Joint, the ball 
being sufficiently *iinalU'r than the sochet t« 
allow the rod a vertical niovemont cipuvl In 
tlic length of one ni' the teeth on tlie nitk m. 
in eombinatioii with (he pinion 7, shaft fr, pin- 
ion ,/, worm i, shaft I, and suitable grarinj); 
for giving the said, shaft 1 either a rigFit 
01- left nuivement, substantially as set foi-lli. 

230,762. FRANK. L. FAIRCHILD, 

Mt. Vernon, Ohio. Traction-Engine. 

Filed June 17, 1880. Patented Aug. 3, 

1880. (No model.) 

My improvement in traction or road engines 
is directed to means for varying the speed at 
which the engines move in traveling. 

In some cases — as, for instance,- when the 
engine is traveling over a heavy road — greater 
power is required than when the engine is trav- 
eling over a good road. In the latter case an 
engine can be propelled at greater speed than 
in the former case; but where theroadishea\'y 
the power must he increased, and to do this 
the speed must be proportionately lessened. 

In my Letters Patent No. 225,695, dated 
March 23, 1880, I have shown roechauism 
which to a certain extent answers these cop- 
ilitions, the arrangement beiug such that when 
che ro:wl-ongine is backed it moves with less 
speed but greater power than when- moving 
forward. 

In the present improvement, however, it 
is my object to provide mechanism which, 
whether the engine is going forward or back- 
ward, will admit of its being propelled at vary- 
ing power and speed, at the will of the oper- 
ator. 

The nature of the improvement aud the man- 
ner in which the same is or may be carried 
into effect can best be explained and uader- 
stood byreftjrence to the accompanying draw- 
ings, in which the same is represented in its 
preferred ft>rm. 

The combination of the double-tootheil bov- 
el-wheet, the inclined shaft, the two pinions 
mounted loosely thereon and engaging^aid 
wheel, the clutch intermediate between sard 
jiinions, the clutch-operaling mechanism for 
throwing the clutch into engagement with 
cither or out of engagement with both of said 
pinions at pleasure, the engine-shaft, and the 
reversing gearing connee.ting said shaft with 
the incliiietl shaft, substnnti;dly as hereinbe- 
fore set forth. 

231,097. JOHN R.PURsfeELL, London. 

England. Filed May 24, 1880. Patented 
Aug. 10, 1880. (No model.) Patented 
in Encland Oct. 29. 1879. 

1. In an apparatus for moving tram-cars, 
the combination of a gas-engine, a transverse 
horizontal shaft connected at one end with 
the piston of the engine, a worm arranged on 
the shaft, a horizontal worm-wheel engaging 
the worm and rotating continuously in onedi- 
rectioD, and a vertical tshaft carrying the worm- 
wheel at its upper end and provided at its 
lower end with mcansforrotating the driving- 
axle of a car in reverse directions, as require<^ 
all sobstantiaUy as described. 

2. The combinatiou, with a gas-engine aud 
a transverse soaft having a crank connected 
therewith and provided with a worm, F, of 
the worm-wheel Gj the vertical shaft H, the 
eontinuously-rotatiug bevel-wheels I, the driv- 
ing-axle, loose bevel-wheels "M M', and msch- 
anism for locking and unlocking the loose 
bevel-wheels for actuating the driving-axle, 
aubstantialty as described. 

3. The combination, with m^hanism, sub- 
stantially ivs described, for contlDaously ro- 
tating the worm-wheel Gaud vortical shaft H, 
of the bevel-wbeels I, driviiig axle K, bevel- 
wheels M M', the friction -cones N ]Sr, the rod 
CJ^ having a lever E, provided with a pin, S, 
and the pivoted plate T, having an inclined 
slot in which said pin id arranged, said plate 



598 



RACT/ON ENGINES 



being adapted to be elevated or depre&sed 
for actuating the cooes, Bobstaritially as de- 
scribed. 

231,569. DAVID J. HAVENSTRITE. 

Newark. N. J. Traction-Engine. Filed 

i-eb. ■■'K 188{). Patented Aug. 24, 18H0. 

The object of tliis Invcnlioii is to fiiniiHli 
trfletioii-ea{j:incs ao consf vucted that the tracks 
luuy bo carried forward by the drive-wheels 
and will be kepi soenrely in place, and that 
the dri^'e-wlleels may be driven by separate 
eugines or by the same eugine, as may be de- 
gired. 

In a traction-engine, the combination* Vitli 
the drive-wheels G, of the two sets of gear- 
wlieels and shafts F I J G K, and the clutch- 
conpling n, sabstautially as herein shown and 
described, whereby the drive-wheels may be 
driven by separate engines or by the same en 
ginc, ainiX at the same or a diflferent speed, as 
set forth. 

232,375. JOHN C SPINDLER and 
FRANK L. FAIRCHILD, Mt. Venum. 

Ohio, assignors to C. Cooper, George Rojr- 

ers, Frank L. Fairchild.and C. G. Cooper 
same ^lace. Traction-Engine. Filed 

Jan. 16. i87P. Patented Sept. 21. 1880. 

Oar invention relates to improvements in 
the mechanism by jueaua of which the engine 
is made self-propelling. 

The invention consists iu providing the hub 
of the rear snpporting wheel or wheels with 
au inwar^rlly-projecting flange, on which the 
driving gear-wheel is mounted. 

It also consists in i)rovid!ng a spring-con- 
nection between the main engine-sliafc pro- 
pelling-gear, whereby the shock is taken up in 
passing over rough groand, and a limited 
amount of motion is permitted in the engine- 
shaft when starting, before the propelh'ng- 
gearing is brought into operation. 

It also consists in various devices and com- 
binations of devices, all of which will be here- 
inafter fally described, and more definitely 
pointed out in the claims. 

We have applied our improvements to that 
particular class of self-propelling engines iu 
■which the rear trncJc-wheels are driven by an 
inclined shaft at one side of the engine, ex- 
tending from the main engine-shaft to the rear 
axle or counter-shaft, when the latter is used, 
although our improvements arc nob necessa- 
rily limited to this particular kind of driving 
luechanism, but are applicable to engines pro- 
Tiaed with propelfing-gear <lilJerently con- 
st „oted and arranged. 

The main features of the engine and pro- 
pelling mechanism above referred to are Vk^Al 
known, and will be referred to herein only for 
the purpose of clearly showing the construc- 
tion and operation of our prcsont special im- 
provements. 

lb has been found by experience that when 
■ traction-engines are run over a rough road or 
field there is danger of breaking the gearing 
or some portion of the propelling mechanism 
by the severe shock when striking or i>assing 
over an obstacle, and this difficulty is in- 
creased by the movement of the fly-wheel, 
which is, of course, in motion when the propel- 
ling mechanism is in operation. 

It has also been found that in a fraction-en- 
gine with a single crank and cylinder some 
annoyance and delay are occasioned by stop- 
ping on the center; and also, the engine in 
starting has no chance to gain motion before 
it commences to pull its load, but there is a 
dead pull at the very start of the engine. 

AU of these difficulties are obviated by the 
springattachmenb which we introduce between 
the enginc-shafb and the inclined shaft; for it 
is evident that if when mo\ing along the truck- 
wheels strike an obstacle or drop into a rut 
there will be sufficient yielding iu the gearing 
connecting the engine-shaft and the inclined 
shaft to prevent breakage, 

1. lu a traction-engine, the combination, 
with the single-crank engine- shaft. the incline- 
shaft, and gearing connecting the two, of a 
spring attachment, forming part of the con- 
necting-gearing, and arranged and operating 
to permit movement, to a limited extent, of 
the driving-shaft independently of the incline- 
shaft, as and for the purposes hereinbefore set 
forth. 

2. The main engine-shaft B and its hub F, 
provided \\^th a pin,/, in combination with the 
grooved casing G, mounted loosely on the 
shaft, the coiled spring H, the loose bevel- 
pinion E, provided with a groove engaged by 
the pin /on the casing, and the bevel- wheel 
d on the incline-shaft-, substantially as herein- 
before set forth. 

3. A single-crank engine-shaft, B, provided 
with tly-wheel and hub F, with pin /'^ iu 
combination with the incline-shafb D, having a 
bevel- wheel, d, at its upper end, the loose bovol- 
pinion E, grooved as specified, the grooved 
loose casing CI, provided with nin /", and the 



coded spring H, sabstantially as and for the" 
purposes hereinbefore set forth. 

'1. The ti'iifilr-wheel with hub orojecting on 
it\fi inside of tho wheel, in combination with 
the driving- whci:! I, mounted loosely on said 
projecting portion of the hub and connected 
with the truck-wheel by mechanism which will 
permit slip or independent movement of the 
truck-wheel with reapeottosaid driving-wheel, 
as and fof the purposes hereinbefore set forth. 

5. The wheel-aslc J, provided with an en- 
largement, j", in combination with tho truck- 
wheel hub having an inner flange, fc'. extend- 
ing over the enlargement j, but with an anna- 
lar space l>etween them, and the driving gear- 
wheel I, loosely mounted on the hub-flange, 
substantially as described. 

232,739. JAMES F. MARKS, Craw- 
fordsville, Ind., assignor to himself and 
John W. Stroh, same place. Traction- 
Engine. Filed Feb. 27, 18»0. Patented 
Sept 28, 1880. 

My invention relates to improvements in 
traction-engines in which two steam -cylinders 
are employed with two separate main shafts, 
which operate together or independent of each 
other,asmayberequired; andtheobjeetsof ray 
improvements are, first, to provide a traction- 
engine with a pair of engines and a bisected 
crank-shaft having beveled wheels thereon, 
which operate adjustable pinions on inclined 
worm -screw shafts, which, in turn, operate 
worm-wheels made fast to the driving-wheels, 
by means of which both driving- wheels may 
move forward or backward, or one wheel move 
inj one direction while the other remains at 
rest or moves in a reverse direction; second, 
to provide each section of the bisected crank- 
shaft of a traction-engine with a clutch-coup- 
ling, each coupling operated by a' shifter; 
also, to provide tJ'e sections of the bisected 
shaft with bevel - wheels, which operate in 
conjunction with bevel - pinions on inclined 
worm-screw rods and worm-wheels attached 
to the driving-wheels for the purpose of per- 
mitting tho driving-wheels to revolve in th© 
same direction, or to permit one wheel to stand 
still while the other revolves either forward 
or backward; third, to provide a traction- 
engine with a pair of reversible engines pro- 
vided with reverse levers, and each engine con- 
nected to an independent section of a bisected 
main crank-shaft, !\nd these independent sec- 
tions of the main shaft each connected, by their 
connecting mechanism, with the worm-wheels 
on the driving-wheels; also, to provide tho 
traction-engine with a pair of front wheels, op- 
erated by a worm or cog wheel and a worm- 
screw on a rod provided with a haiid-wheel, 
for the purpose of enabling the operator to 
move the machine in a straight line or to turn 
slighter abrupt curves. I attain these objects 
by the mechanism illustrated in the accompa- 
Dving drawings. 

I am aware that prior to my invention trac- 
tion-engines have been made with two steam- 
engines operating two independent shafts. I 
therefore do not ch.im sach a combination, 
broadly; but 

1. Tne combination, in a traction-engine, of 
the worm-wheels D D', made fast to the driv- 
ing-wheels B B', the Inclined worm-screws F 
¥' on the inclined rods G G', said rods having 
adjustable pinions H H', the beveled wheels 
K K', the bisected crank-shaft J M J' M', and 
engines Q Q', as shown and described, for the 
purpose specified. 

2. In a traction-engine, the main crank-shaft 
J M, provided will: the bevel-wheel K, a mov- 
able clutch-coupling, d d', having two pins, 
d^, and also provided with a disk, /, at the end, 
having two pin-holes to correspond with the 
pins d'j and tho main shaft J=* M', provided 
with a disk, g, also provided with pin-holes 
corresponding to the pin-holes in tho disk/, 
and the berel-w.ieel E', combined with the 
shifter 11 M'pp'j the bevel-pinions H H', rods 
G G', worm-screws F F, and the worm-wheels 
D B' m the driving-wheels B B, whereby one 
dnviug-wheel may bo revolved in an opposite 
direction to the othci, or both iu the same di- 
rection, as shown, for (he purpose specified. 

3. In a traction-engine, a pair of engines, Q 
Q'j^eaeh connected to an independent section 
of the bisected main crank-shaft, and these 
independent sections of the main shaft each 
conniected by their connecting mechanism with 
the worm-wheels l> D' on the driving-wheels 
B Bj^as described, combined with two reverse- 
levers T T', the front wheels, B' B^, operdted 
by the worm or cog wheel R', the worm-screw 
W\ rod 6. and crauk-wb^el a «', whereby tho 
operator is enabled to move th(j engine iu a 
straight line or to turn slight or abt(ij)t carves, 
substantially as shown and deseiibed. 

232,884. JOSHUA H. COX, Mansfield, 
Ohio, assignor in the Aultmaii & Taylor 
Company, same place. Pawl Shifter for 
Traction-Engine. Filed Aug. 18, 1880. 



Patented Oct. 5. 1889, (.No model. ' 

My invention relates tea novel dri-angemeni 
of devices for,aut(jmatieally slufting tiie piiwi-n 
which operate to drive the wheels of traction- 
engines, whereby the operation of reversing 
the movement of sdid wheels is facilitated, :ik 
will be explained. 

The machine to which my improvement:; are 
applied is similar in construction to that de- 
scribed in the patent granted to Joseph Allo- 
nas, Noveiid)er 4, 1879, No. 221,260, and only 
so much of the engine as is necessary to illns- 
trate my invention is shown in the drawings 
or will be described in the specification. 

T. In a traction-engine, the reversely - ar- 
ranged pawls pivoted to the pawI-carricr, in 
combination with the ])awl - shifter, automati- 
cally 6perated l»y means of stops on the trac- 
tion-wheels, .'or rcv(Tsing the ]>awls when the 
engine is reversed,.subslantially as described. 

2. The pawl-shifter provided with rigid ra- 
_dial arms, in combination with anns or stops 
for actuating the same hinged to the traction- 
wheels, substantially and for the purpose dc 
scribed. 

234,824. AUSBERT H. WAGNER, 

Chicago. III., assignor to Anna G. Wagner, 
same place. Steam-Engine for Traction 
Vehicles. Filed Oct. 6, 1880 Patented 
Nov. 23 1880. (No model.). 
My invention mainly relates to improve- 
ments in light or portable steam-engines c » 
the class adapted for operation in connection 
with upright boilers to propel traction-vehi- 
cles, drive thrashing-machines, &c. 

My invention involves improvements iu va- 
rious pai'ts of the mechanism hereinafter first 
fully described preparatory to specific desig- 
nation of the subject-matter claimed. 

In the accompanying drawings my present 
improvements are rei»resented iu connection 
with parts of a suitable boileranditsa<ljttncta, 
constituting the subject-matter of another ap- 
plication filed by me on or about the Sth day 
of September, 1880, and to which no claim is 
herein made._ 

1. The combination of the boiler shell or 
casing, the columns or uprights at the side of 
or parallel therewith, the brackets by which 
the columns are secured at the side of said 
shell, the cross-plate connecting the columns 
at their lower ends, the steam-cylinder above 
and restiug on said plate between the columns, 
the crank-shaft mounted in bearings at the 
tops of the columns, the eouneeting-rod, the 
piston-rod, and the cross-head guided in ways 
removably secured to the columns, all substan- 
tially as and for the purpose hereinbefore set 
forth. 

2. The combination of the uprights or tubu- 
lar columns having the ribs j« jk, the crank- 
shaft supported at the toi)S of the columns, the 
steam-cylinder supported between and above 
tho lower ends of the columns, the piston-rod, 
the connecting roJ, the inclined ended cross- 
head, and the brackets having the guide- 
grooves and adjustably bolted to the column- 
ribs, as and for the purpose set forth. 

3. The combination of the uprights or col- 
umns 1 1, the ribs thereon, the angular plates 
or headed brackets having the inclined walled 
or flaring gnide-grouves, tho cross-head hav- 
ing inclined ends, the bolts adjustably con- 
necting said brackets and ribs, and the ad- 
justable wedge-shaped or inclined edged rods 
between the inclined rear surfaces or shoul- 
ders of the brauket-heads and the column- 
ribs, substautially as an'l for the purpoae here- 
inbefore set forth. 

■1. The combination of the crank-shaft, the 
pulleys thereon, the transverse shaft, the 
brackets supporting it on the wa^nu-body, the 
longitudinal shaft geared with said transverse 
shaft, the worm on the longitudiiml shaft, the 
worm-gears, tho casing inclosing said gears, 
the spur-pinions, and the a.xle, substantially 
as anil for the imrpose itereinbefore set forth. 
236,041. PERSIFER T. KISSANE, 
Mansfield, Ohio, assignor to the Aultman 
& Taylor Company, same place. Trac- 
tion-Engine. Filed Oct. 30, 1880. Pal- 
ented Dec. 28. 1880. (No model. 1 
The invention relates to tlie means for pro- 
pelling the tractiou-erigino forward or back- 
ward, and for throwing the pawls into or out 
of engagement with the engine-shaft and main 
drive -wheel axle or traction-wheels; and it 
consists iu the combination, with tho driving- 
gear and traction-wheels, of a novel arrange- 
ment of pawls and of cams for actuating the 
same placed under the control of tho driver in 
his seat on the machine, whereby the engine 
or machine can beproiu-lled iu either direction 
without changing the direction of rotation of 
the engine-shaft, and wiiereby, also, the trac- 
tion-wheels can, either or bolih, be coihieeled 
with or disconnected frout the main axle, 30 as 
either to be driven tbcioby or to rotate loosely 
thereon, as may be desired, all as hereinafter 
described. 



TRACTION ENGINES. 



599 



1. The bevel-wlieels on the eiigiije-sha(t,i)ro- 
vitleil with the notulied or rocessed hubs, in 
Gombination with the disks or pawl-carriers, 
and the pawls arranged and operating incoii- 
nectioii therewith, substantially as described, 
for engaging the bevel-wheels with the engine- 
shaft. 

2. The pawl-carrier provided with the spring- 
pawl and retaiuing-latch, in combination with 
the cam-block lor actuating said pawl and 
latch and engaging the gear or traction wheci' 
with or disconnecting it from its shaft or axle, 
substantially as described. 

3. The combination, with the pawl-carrier 
provided with the spring-pawl and its retain- 
iug-latcb, of the movable cam-block or shoe, 
and the slide and lever or eqaivaleut devices 
for actuating said cam-block, substantially as 
described. 

236,565. JOHN H. EDWARD, Still- 
water, Minn. Traction-Engine. Filed 
Oct. 5, 1880. Patented Jan. 11, 1881. 
(No model.) 

One of the oiain purposes of the invention 
is to provide an improved friction-clutch for 
Gonuecting the power mechanism to the draft 
devices after the engine lias been put into full 
motion, and whereby they may be separated 
withoQt slackening the speedof the engine, so 
that when there is any unusual resistance to 
the traction devices .t is not necessary to start 
the engine and the ground-wheels together 
from rest. 

Id the fricthon-clutch which I have devised 
one element or part thereof is sapported and 
is arranged to be shifted on one of the shafts 
combined with the clutch, and I have shown 
several methods of imparting the power in 
this manner. 

1 uEii aware that use liaa heictofore been 
made of inclined ribs or tlanges having their 
ends joined together, as above described, and 
I do not claim such, constructions. 

I do not herein make any claim to the im- 
provements in boilers or steam-engines which 
I have shown, as I prefer to make them the 
subject-matter of another application. 

1. The combination, with the traction-wheel 
B, tlvQcliaiit M, the chain-operating gears, and 
the engine-shaft E, of the coue E', attached to 
said engine-shaft, the crank-wheel A^, attached 
to said shaft, the sliding hollow cone F', sup- 
ported loosely upon said shaft, and the gear- 
wheel F, attached to said sliding cone, wlier^by 
the engine-shaft can be started while entirely 
disengaged from the gears. 

2. The combination, with the boiler, the 
traction -wheel B, the chain iX, and the station- 
ary gears H and H', of the bracket S', secored 
directly to the side of the boiler, and the slid- 
ing mechanism composed of the chain- wheel I, 
the inner sliding wheel, I', and the enter slid- 
ing wheel, P, secured rigidly together concen- 
trically, as set forth. 

3. In. a traction-engine, the combination, 
with the chain-wheel I, the shaft thereof, and 
mechanism arranged to rotate said wheel, of a 
sliding support for said shaft and a rotating 
support through which the shaft passes eccen- 
trically, substantially as and for ttue purposes 
set forth. 

. 4. The combination, with the chain-wheel,I 
and the gearing mecbauism which rotates it, 
of the sliding shaft i, the cam-disk t', the seg- 
ment P, the rack engaging with tike segment, 
and a sliding support for the sbai^ i, aabstan- 
tially as set forth. 

5. Thecombination, with the engine and the 
traction-wheels mounted independently of each 
other, of the counter-shaft B', mounted l)eneath 
the engine parallel to the axis of the driving- 
wheels, theindependently-rota^ing gear-wheels 
on said counter-shaft, which engage with the 
ground-wheels respectively, and the friction- 
cln.tches, arranged, substantially as set forth, 
to connect the counter-shaft with the gear- 
wheels thereou either independently of each 
other or simultaneously. 

6. In a traction-engine, the combination of 
the following element^*, viz: anenginp. ground 
traction-wheels, mechanism connecting iheen- 
gine-shafc with the traction-wheels, and a<lapt- 
ed to drive said wheels in one direction at a 
high rate of speed and in the opposite direc- 
tion at a slow rate of speed, and me«'.i»nni8m 
adapted to reverse the direction of rotation of 
the engine-shaft. 

7. The combination, with a traction-engine, 
of a ground-wheel provided with i.soIated pro- 
jecting ribs inclined alternately in opposite 
directions, and arranged to leave open spaces 
on each side of the wheel between the adjacent 
ends of the ribs of each consecutive pair, sub- 
stantially as set forth. 

8. In a traction-engine, the combination, 
.substantially as hereinbefore set forth, of the 
followiug elements, whereby power may bo ap- 
plied to the traction-wlieels independently of 
each other, viz : a boiler, traction-wheels B B', 
friction-clutches a <?, for iinpartiug power to 
.saiil wheels, sliding yokes fl^a^ attached to the. 



friction-clutches, levers a* a*, pivoteil to said 
yokes, and a ratcheted de|>ending bracket, a", 
secured to the boiler. 

236,757. SAMUEL S'. BARR, Wau- 
kon, la. Traction-Engine. Filed Sept. 
28, 1880. Patented Jan. 18, 1881. (Mod- 
el.) 

Theobjectof this invention is better to guide 
and control the movements of the engine and 
to hold the boiler alwaysina horizobtal plane. 
J.. A traction-engine, constructed substan- 
tially as herein sbowu and described, contain- 
ing the following elements— i. e., a steering 
device consisting of rod D, cog-wheel D', rope 
D", diagonal rod 1, and worm 1", connected 
with the front axle, C; a boiler-adjusting de- 
vice consistiugofi-acksF, shaft G-, pinions G', 
cog-wheel G", worm H, and rod H'j a device 
for ungearing and gearing the driving-wheels 
with the driving-shaft, consisting of shaft K, 
pinion K', cog-wheels K", N W, sliding co;;:' 
wheel B", axle B, and shifting-bar B'", and a 
driving-shafc brake consisting of grooved col- 
lar T and curved rod U, as set forth. 

2. In a traction-engine, the combination, 
with the boiler F, supported by the strap E', 
having trunnions c c, of the racks F', shaft G, 
pinions; G', cog-wheel G", worm H, and rod 
11', substantially as herein shown- and de- 
scribed, whereby said boiler is adjusteil in a 
vertical idane, as set forth. 

236,832. THOMAS H. McCRAY. Ty- 
ronza, Ark. Road-Engine. Filed May 
4, 1880. Patented Jan. 18. 1881. (No 
model.) 

This invention relates to improvements in 
road engines or locomotives for running over 
natural ground, and to which may be attached 
rotary or other plows to be worked by steam 
as a motor; and it consists in the form of the 
rims of the driving-wheels, aud also in the 
steering apparatus, all of which will be here- 
inafter more fully described and shown. 

i. lu driving-wheels for traction-engines, 
the diametrically serrated or scalloped periph- 
eries each side of a depressed cylindrical sec- 
tion, substantially as described. 

2. The drivintr-wheels of traction-engines, 
having the points of the serrations or scallops 
notched, substantially as described. 

3. The steering apparatus consistiug, sub- 
stantially, of the hand-wheel and its vertical 
shaft, the pinions and gear-wheels mounted 
npon the vibrating frame Y, to which the for- 
ward wheels, T', are attached, in combination 
with the circular rack on the concave surface 
of the water-tank, whereby the front wheels 
are turned in any direction by the means above 
specified. 

237,978. EZRA HOXSIE, Blissfield, 
Mich. Traction-Engine. Filed Dec. 29. 
1880. Patented Feb. 22, 1881. "(No mod- 
el.) 

1. In a tractiou-eugiue, thecombination, with 
the axle A, having traction-wheels B B, and 
mechanism for conveying power from the en- 
gine to said axle, of the yoke 0, connected at its 
ends to said axle, and provided with a collar, 
E, having a socket, K, pintle F, having collar 
G, surrounding said axle, and the boiler H, 
having a downward-projecting stud, I, termi- 
nating in a ball, J, the several parts arranged 
relatively to each other, substantially as and 
for the purpose specified. 

2. The combination of the axle A, having 
tractiou-wheels B B and miter-wheel Q, yoke 
0, having collars DDE, the latter provided 
with a socket, K, pintle F, having collar G, 
boiler H, having ball J, and hanger M, shaft 
L, and thfe gear NOP, all arranged and op- 
eratiug substantially as and for the purpose 
herein shown and specified. 

239,432. AMEDEE BOLLEE, Le Maus, 

France, assignor to Barthold Aron, Berlin, 
Germany. Traction-Engine. Filed Dec. 
7,1880. Patented Mar. 29, 1881. (No 
model.) Patented in France Apr. 28, 1873: 
and in Germany July 17. 1879. 
My invention relates to certain improve- 
tnents in steam-carriages; aud it consists in an 
improved coustrqction of the carriage; and it 
further consists of an improved steering-gear, 
incombiDatiouwithdriviugmechanism,aIlaub- 
etantially as hereinafter described, and ahowrj 
in the accompanying drawings. 

1. In a vehick-, (he combination, with a 
pair of wheels, each arranged to rotate around 
independent horizontal and vertical pivots, of 
a supporting spring or springs for the body, 
or part of the body, of said vehicle, arranged 
to couple together the vertical pivots of the 
wheels, for the purposes specified. 

2. Thesteering-jfoai (hereinbefore described, 
consisting of th« tot Ked (ever/, having toothed 
sectory', lint tuiint'udQg-rodseV, and the op- 
erating piiuctii fi, in combination with the ver- 
tical pivols ti o of a pair r^f wUeels, each ar- 



ranged to rotate arouud one of ^d vertical 
pivots, as described. 

3. The combination, with a pair of wheels 
arranged to rotate around independent hori- 
zontal and vertical axes, the latter being 
provided with lever-arms c*, of the conuect-- 
ing-rods e &, having toothed sector/, the pin- 
ion g, and the hollow rod G, carrying the 
hand-wheel g', all arranged aud operating 
substantially as and for the purpose specified. 

4. In a vehicle, the combination of steer- 
ing-gear and brake mechanism, operated and 
constructed as described, with the hollow rod 
G, its piniou g, and hand-wheel g\ and the 
rod H, its pinion A, aud hand-wheel A', as and 
for the purpose specified. 

6. In a steam -carriage, the fore wheels ro- 
tating upon independent horizontal aud ver- 
tical axes, a spring-connection between said 
vertical axes, an engine supported by said 
spring-connection, and drive-wheels support- 
ing the boiler for said engine, a single driv- 
ing-shaft located centrally and in the plane 
of the wheel-axes, and operating to transmit 
the power of the engine directly to said drive- 
wheels, all constructed and operating substan- 
tially as and for the pui-poso specified. 

6. In a steam-carriage, the combination, 
with a pair of drive-wheels and a pair of 
steering-wheels, the latter rotating around 
horizontal and vertical pivots, said vertical 
pivots lying outside of the plaue of horizon- 
tal rotation of said wheels, of steering-gear, 
substantially as described, conueoted with said 
vertical pivots of the, steering-wheels, all ar- 
ranged and operating eubstantially as and for 
the purpose spwified. 

243.880. ABRAHAM O. FRICK, 
Waynesborough, Pa. Steering-Gear for 
Road-Engines. Filed Apr. 28. 1881. 
Patented July 5, 1881. (No model.) 

The usual mode of steering road-engines 
and other analogous vehicles is to arrange the, 
front axle upon a vertical pivot and connect 
the axle ou each side of its pivot with steer- 
ing dev'ces, which, by changing the angular 
position of the axle, cause the engine to torn 
in one direction or the other, as the case may 
be. When, however, such axle is connected 
to its steering-gear by an unyielding connec- 
tion, certain diflBculties are involved, as fol- 
lows : If one of the wheels of this axle strikes 
a stone or other obstruction, the shock has a 
tendency to deflect the axle, and a violent 
strain is brought upon the connection of the 
steering-gear, which is likely to damage them 
if they are locked in position, and if they are 
not locked and the gear turns, it produces a 
permanent change iu the position of the axle, 
and the engine runs ont of its path. 

My invention consists in combining the piv- 
oted front axle and the positively-acting steer- 
ing-gear shaft by a connection which makes the 
strain of the steering-gear on the axle an elas- 
tic one, and whereby, also, in the eventof oue 
of the wheels striking a stone or obstruction, 
the shock is taken up and not allowed to in- 
juriously aflFect the steering-gear, and the axle 
is immediately restored to its former true posi- 
tion for running iu a straight line filer it 
passes such obstruction. 

In carrying out my invention I may employ 
a variety of means, all showing modified forms 
of the same general inventiou, and all produc- 
ing the same result. 

i am aware that the single steering-wheel of 
a velocipede has been provided with springs 
which tend to hold it in the normal plane tor 
advance movement, and T therefore ODly claim 
the pivoted front axle of a road-engine as sus- 
tained upon two wheels when combined with 
the positively- acting steering-gear shaft of a 
road-engine by the devices described. 

1. Thecombination of the pivoted front axle, 
A, of a road-engine, the positively-acting steer- 
ing-gear-shaft B, and devices, substantially as 
described, whereby the rotation of the shaft 
B is made to deflect the said axle with ayield- 
ing or non-positivo movement, substantially 
as described. 

'A In a road-eugiue or other vehicle, thecom- 
bination, with its pivoted axle, of a steering- 
gear and a cushion or spring adapted to re- 
sist the deflection of the axle upon its pivot by . 
its elasticity, and adapted to resist also, by its 
elasticity, the integral backward movement of 
the axle when striking obstructions, as de- 
scribed. 

243.881. ABRAHAM O. FRICK, 
Waynesborough, Pa. Road ■ Engine. 
Filed Jan. 25, 1881. Patented July 5. 1881. 
(No model.) 

The principal features of improvement con- 
sist in Ihe structure of the frame-work and 
means for hanging the boiler therein to com- 
pensate for expansion; in the means for con- 
necting the engine and the frame so as to 
avoid working-strain oU the boil^r-.shiats; in 
the constrnctmu and arrangement of Ihff trout 
trnck. and in the means for guiding the en- 



600 



TRACTION ENGINES. 



cinc^«II ;ta hereiuRfter more fully describerf. 

1. The suk sills, A A, niaile loiijji'r than (he 
boiler, nrul cotnbiiied with the same by strap or 
straps C and a single rigid connection, a, and 
extending in rear ot the boiler, substantially 
as and for the purpose described. 

2. The combination, with the axle Band tue 
cugine-fraaie Cx, connecting add supporting 
both the main shaft and cylinder, of the side 
plates, D, arranged to support tbo rear end o( 
the engine-frame and carry the weight and 
strain of the working parts of the engine and 
traction-gearing and relieve the boiler, sub- 
stantially as described. 

3. The combination, with the boiler and the 
axle E, of the side plates, D, and the engine- 
frame G-, resting at one end npou the side 
jilates, and at tiio other connected to and rest- 
ing upon t he boiler through an expansion-joint, 
as described. 

4. The combinatiou, with the boiler, of the 
sills A, connected to and sustaining the reiir 
end of the same by a strap or straps, C, and 
connected to the boiler at their fruut ends by 
an expansion-joint, as described. 

6. The combination, in a road engine with 
a pivoted front axle and the chain-gear, of a 
spring-connection for said chain, as and for 
the purpose described. 

G. The combinatiou of the axle H, spring- 
seated cap ]S, the yoke-plate M, and the box- 
plate L, the box-plata and yoke-plate being 
con nectcd by a vertical pivot-bolt, and theyoke- 
plate and cap-plate being connected by a hori 
zonlal fulcrum-bolt, substantiallvaa described 

244,117. AUGUST H. ELFERS, Bakers- 
field, Cal., assignor of one-tifth to Otto 
Thronsen. same place. Steam-Wagon. 
Filed Apr. 6, 1881. Patented July 12, 1881. 
(Nt» model.) 

My invention relates to thatclassof wagons 
specially adapted for the use of steam as a 
motor, and known as " steam-wagons;" and it 
consists in certain details of construction, as 
hereinafter described and claimed. 

This wagon will not r: quire a special engine. 
By making the crank adjustable it can be made 
to accommodate itself to the stroke of almost 
any engine, and hence a farmer who hasalready 
a eteam-thrasher engine can use it to drive 
this wagon by removing it from its own truck 
and placing it upon the wagon, and connect- 
.ing its piston-rod with the driving-shaft and 
adjusting the crank to the stroke of the engine. 
Its advantages are numerous and need uot be 
here further mentioned, its utility being here- 
inbefore shown. 

The large wheels jU, provided with interior 
gears, E, and ribr P, and mounted on bent 
axlesIjinQombination with frame Hand wheels 
G, arranged to traveLoa said rib, for the pur- 
pose specified. 

'I 
245,841. FRANK F. LANDIS, Waynes- 
borough, Pa. Traction-Engine. Filed 
July 15, 1881. Patented Aug. 10, 1881. 
(No model.') 

1. A spring connection forthedriving-wheel 
and the driving gear-wheel of a traction-en- 
gine, composed of a tube connected with the 
driving gear-wheel, a rod connected with the 
driviog-wheel,' and a piston provided with a 
coil-spring on each side, substau tially as shown 
and described. 

2. Ina tractionengine,anaxIe-tree,C,8leeve 
D,and springsN, combined and opcratingsub- 
stantially as shown and described. 

3. In a traction-engine, the combination of 
a driving-wheel, an elastic connection, a driv- 
ing gear-wheel mounted npou the sleeve, a 
spring, and an axle-tree, whereby the circular 
movement of the wheel and vertical movement 
of the engine ace simultaneously effected by an 
obstruction to the driving-wheel, substantially 
as shown and .lescribed. 

4. In a traction-engine, the connection of the 
driving-wheel with the tlriving gear-wheel of 
the engine by means permitting of a limited 
revolution of the wheel forward or backward 
before effecting the gearing, substantially as 
shown and described. 

5. The combination of the sleeve D, spindle 
E, washer G, driving gear-wheel F, an(l driv- 
ing-wheel IS, substantially as shown and de- 
scribed. 

C. In a traction-engine, the combination of 
the sleeve, driving gear-wheels, and axle-tree, 
whereby the axle-tree is passed through the 
sleeve from wheel to wheel and through the 
ceoterof thedrivinggear wlteels,sui>stantially 
ras shown and described. 

246,019. FRANK F. LANDIS, VVayiies- 
bcirough. Pa. Traction-Engine. Filed 
July l,=i, 1881. Patented Aug. 23, 1881. 
( Model. > 

1. A conbecting-ring or ils equivalent at- 
tached to the driving-wheel and to the driv 
ing trear-wheel of a traction. engine, substan 



tially as shown and described. 

2. The combinalion of the gear-wheel D, 
links I 1 and J J, ring H, rods O O and P P, 
provided with sleeves R, and driving-wheel A, 
substantially as shown and described. 

3. The combination of the axle B, sleeve C, 
springs E E, driving gear-wheels U J), con- 
necting-rings n H, and driving-wheels A A, 
substantially as shown and described. 

i. Thecombinationofthedrivinggear-ffheel 
D, slotted links 1 1 and J J; aud ring H, sub- 
stantially as shown aud described. ' 

5. The combiuatioii of a driving-wheel, A, 
rods O O and P P, provided with sleeves K, 
of wood or other suitable material, and ring H, 
substantially as shown'and described. 

C. Aconnecting-iing, substantially as shown 
and described, provided with two sets of links 
on one side, diametrically opposite to each 
other, and two sets of rods on the opposite 
side, diametrically opposite to each other, snb- 
stantially as shown and described. 

247,723. JOHN WESTINGHOUSE 
and SPENCER MOORE, Schenectadv 
X. v.. and HERMAN H. WESTJNG- 
HOUSE, Pittsburg, Pa. Traction-En- 
gine. Filed June 21, 1881. Patented 
Sept. 2T, 1881. (No model.) 

1. The combination, snbstantiallya^ herein- 
before set forth, of the main shaft and its pul- 
ley, the propelling-shaft geared with the rear 
vehicle-wheels, the climbing-shaft, the loose 
pulley on the clitribing-shaft adapted to con- 
nect with the pulley of the main, shaft and 
geared with the propelling-shaft, tlie tension- 
racks, and the toQthed segments fixed to the 
3limbTqg:-8haft and engaging the vdcks. 

2. The combination, substantially as herein- 
before set forth, i.ith the climbing-shaft and 
its handle, of the notched segmental guide for 
such handle, and the spring-catch arranged on 
the handle to engage the notches of the guide 

3. The combination, substantially as herein- 
before set forth, with the climbing-shaft ftud 
its pulley, of the brake-shoe fixed to the ma- 
chine bed or frame opposite to such pulley. 

4. Tbewheels constructed with the laterally- 
projecting concentric rings, havingtransverse 
equidistant slots or openings, forming cogs 
adapted to engage with the propelling-gear. 

5. The combination, snbstantially-as herein- 
before set forth, with the wheels having in- 
wardly-projecting lugs, of the slotted rings 
having outwardly-projecting lugs united with 
the lugs of the wheels. 

6. The combination, substantially as herein- 
before set forth, with the propelling-shaft, of 
the loose sleeve on such shaft, the st«ering- 
chains or their substitutes connected to the 
forward axle aud adapted to wind on theslecvc, 
and the steering-gear acting on the sleeve. 

248,235. EBENEZER B. TOWL, 

Franktown, Nev. Road-Wagon. Filed 
July 21, 1881. Patented Oct. H, 1881. 
(No model.) 

1. The road- wagon A, with its wheels B, the 
rear ones being fast to and turning with the 
axle N, the drivinggear- wheel P, fast to the axle 
If, the engaging worm gears or screws S, the 
tnmbllng-rods K K, with their forked heads J 
an<l intermediate blocks, b, the side pinions, I, 
double gear H, cranks F, and operating-engine 
G or its equivalent, when arranged and nsed 
substantially as and for the purpose herein de- 
scribed. 

2. In combination with the road wagon A, 
driven by theengineGorits equivalent through 
themechanismof thedoublegear-wheel H, side 
pinions, I, tumbling-rods K K, worm-screws S, 
and gear - wheels P, the wagon Q.-conpled to 
the wagon A by means of the sliding horizon 
tal band K, and having a driving mechanism 
consisting of the gear-wheel P, fast upon the 
wheel axle, aiul the worm-screws S, said worm- 
screws being connected with the driving mech- 
anism of the wagon A by means of the tum- 
bling-rods K K, substantially as described. 

3. The road-wagon A, having a box or cas- 
ing, M, in combinationwith the wagon Q, coo 
pled to the wagon A by means of the horizon- 
tal circular baud E, when arranged substan- 
tially as herein described. 

249,451. BENJAMIN S. BENSON 

Baltimore. Md. Traction-Engine. Filed 

Mar. 8, 1881. Patented Nov. 1.5, 1881 

(No model.) 

My present invention relates to traction-en- 
gines; and it has for its object to obviate the 
difiicultieswhichhaveheretofore been encoun- 
tered in the use of devices of that class and 
provide an engine which, aside from embody 
ing radical departures in detail from the con- 
ventional machines of the same genetal class, 
shall, as a whole, be more efficient and satis- 
factory than the same, more easily guided and 
steered, and of such adaptability as regards 
the supporting feet and trucks as to be nrao- 



tically indCjWndcnt of rouglinew3or ineqnalUt- 
of surface. ' 

In describing the machine illustrated in the 
accompanying drawings I shall, for the sake 
of perspicuity, and to prevent the loss, on the 
reader's part, of the thrc.id of the co-operation 
and coaction of the parts, treat first of the 
construction and operation of tho engiue as a 
whole aud in general terms, aud then proceed 
to describe in detail such parts of the same as 
merit further refeience. For thesakcof brevity, 
and to avoid tautology, I make at this point 
no formal statement of invention, but stat^ 
that the invention is made the subject of the. 
claims. 

1. In a traction.engine,a mam frame provid- 
ed with swiveling trucks and an endless rail- 
way, whereby the trucks are free to swing, in 
ordertoconform to thecurvein which tiiettack 
is laid, as set forth. 

2. In a traction-engine, a main frame pro- 
vided with trucks having a universal motion 
about their king-bolts, and an endless railway, 
IS and for the purpose set forth. 

3. In a traction-engine, a main frame pro- 
vided with swiveling trucks having Hanged 
wheels, and anendlrss railway having traution- 
.feet, as set forth. 

4. In a traction-engine, an endless railway 
provided with cross - ties having laterally- 
springing traction-feet, as set forth. 

5. In a traction-engine, a main frame hav- 
ing at each end a sprocket-wheel and gearing 
intermediate the-^^e and the engine, where- 
by either wheel m^be driven independently 
of the other, a pair of tlanged-whcel swiveling 
trucks, and an endless railway, as set forth. 

G. In combinatiou with the main frame aud 
trucks, the track-links, cross- ties, and sprocket- 
chain, the latter b;'ing intermediate the track- 
links, as set forth. 

7. In combination with the main frame aud 
trucks, the sprocket-wheels at each end sus- 
ceptible of a rising-and-falling motion with ref- 
erence to the frame and an endless railway and 
tractioi-'feet, as set forth. 
' S. In combination with the main frame, tbo 
front sprocket-wheel frame, pivoted andhinged 
so as to swing laterally and vertically, as set 
forth. 

9. In combination with the main frame hav- 
ing gu'.des GO, the pivoted bars carrying the 
journals of the rear sprocket-wheel, as set forth. 

10. In combination with the main framecon- 
sisting of four parallel beams supported upon 
four swiveling trucks, the endless track and 
traction - feet and driving mechanism, as set 
forth. 

11. In a traction-engine, an endless track 
consisting of a .series of links having elongated 
slots 56, whereby the track may he laid in a 
curve, as set forth. 

12. In combination with the endless track, 
the tie-rods D, curved rearwardj'dowuward, and" . 
outward, as set forth, and having the traction- 
feet (?. 

1-3. In combination with the curved tie-rods, 
the traction-feet pivoted to the endsof the rods 
and having steps 52, as set forth. 

14. In combination with the track-links and 
sprocket -chain, the tie- rods D, constituting 
transvcr.-;e pins of the chain, as set forth. 

15. In combination with the track-links, the 
sprocket-chain consisting of links having en- 
larged central opening.--, 43, and shouldered 
pins 45, as set forth. 

10. Theendless track cousistuigof the track- 
links having slotted ends, the curved tie-rods 
passing therethrough, aud the traction -feet 
pivoted to theendsof the tie-rods, as set forth. 

17. In combination with the track-links, tho 
links E, having internal lugs, 44, the headed 
and shouldered pins 45, .as set forth. 

W.Incombinatiou with the tie-rodsD, curved 
rearward, downward, aud outward, aud hav- 
ing traction-feet d, the bow-string braces 32, as 
set forth. 

19. In combination « ith the links C, having 
holes 55 aud slots 56, tlie cur\'ed tie-rods U,, 
having traction-feet d and braces b 32, as set 
forth. 

20. in combination with the main frame, hav- 
ing f'runtsprocket-wheels mounted in laterally- 
(novable bearings, mechanism for simultane- 
ously inclining the planes of the sprocket- 
wheels to the axis of the engine, whereby the 
track is laid in a cnrvc, as set forth. 

21. In combination with the main frame, hav. 
ing tongue G, the frame I, bar 17, rod 3G, sleeve 
35, and actuating mechanism, as set forth. 

23. In combination wilh the driving mech- 
anism aud shaft 14, the differentia! clutches 23 
28, aud clutch intermediate tho same, as set 
forth. 

23. .In a traction-engine, a sprocket-wheel 
and track composed of links having slotted 
ond.-i and a sprocket -chain intermediate the 
track-links, whereby the chain conforms to the 
periphery of the wheel and the slotted links 
cross the faces of the wheel, as set forth. 

24. In combination with the shaft 14 and 



TRACTION ENGINES. 



601 



"sleeves 24, theilifterenlialclucclies 23 as, wbeeb 
, '17 25 2C, and piroled lug 40, as se{ fortlu 

25. In combination with the traction • feet 
having steps 52, and the tic rods D, the balls 
53, as set forth. 

26. Ill combination with the traction - feet 
and track-links, the divided tie-rods D and 
sprocket-links, as set forth. 

27. In combination with the traction-feet au<t 
track-links, the divided tie-rods D and ajeeves 
100, having clamping-screws, as set forth. 

250,055. ROBERT B. CHRITTON, 

Eureka, 111. Traction-Engine. Filed 

Sept. 13, 1881. Patented Nov. 29, 1881. 

(No model.) 

This invention relates to improvements in 
tiaction-eugines, particalarly adapted for use 
in connection with a cultivator-])low or simi- 
lar agricultural implement or roller, it also 
being capable of driving a pulley or shaft ; auti 
it consists of mechanism substantially as here- 
inafter more fully set forth. 

1. In a traction-engine for agricultural and 
other purposes, the combination, with the Hxed 
eccentric d and the drive-wheel D, of the axle 
D', connected by a disk, e, having a slot, (?, to 
the wheel-hub, having a pin, e*, entering the 
slot ^ of the disk, and the spnrs / arranged 
npon the axle, substantially as and for the pur- 
pose set forth. 

2. In a traction-engine, the drive-wheel axle 
D', having a pulley, around which passes a 
belt, in combiuation with a shaft located in an 
oi)ep bolster, and having a pulley and a crown- 
wheel gearing with pinions.npon shafts hav- 
iiiffat their opposite ends pinions gearing with 
pinions npon the front steering-wheels, sub- 
stantially as set forth. 

3. The combination, with the sleeve o', in- 
serted into the periphery of the drum or cyl- 
inder, of the spur o, swiveled, as at o', to per- 
mit of presenting the points of the spurs in 
different positions to the ground, substantially 
as set forth. 

250,966. FERRIS OGDEN, Mansfield, 
Ohio, asc'^norto, the Aultman & Taylor 
Company, same' place. Gear for Trac- 
tion-Engines. Filed Jan. 19. 1881. Pat- 
ented Dec. 13, 188K (No model.) 
The invention relates to a novel construction 
of the bevel compensating-gear of a traction- 
engine, whereby the bevel-gear wheels and the 
interposed pinions carried by the main or mas- 
ter wheel are made to mesh at uniform depth 
and the frictional resistance to their action 
greatly reduced; and it consists in providing 
the bevel-pinions carried by the master-wheel, 
and the bevel-gears engaging with said pin- 
ions on opposite sides, with beveled rolling 
snrfaces conforming to the pitch-tines of the 
teeth of the respective wheels or pinions on 
which they are formed, whereby said pinions 
are adapted to act as anti-friction rollers be- 
tween the bevel-gears, one of which is fast and 
the other loose on the same shaft with the 
mastet'-wheel ; and it further consists in the 
employment, iq combination with said com- 
pensfttiog-gear, of an adjustable collar for hold- 
ing the ^)aster;^^heel, which is loose on the 
axlej up in proper relation to the bevel-geai 
fast on said axle, and thereby removing the 
lateral thrust of said bevel-gear from the hnb 
of the traction-wbeel, which is loose on the axle, 
as hereinafter explained. 

It further consists in combining said bevel 
compensating-geariug with a shifting or re- 
versible eccentric on the main engine-3haftr{i)r 
reversing the direction of rotation of said shaft, 
as hereinafter described. 

The machine or engine, in its general arrange- 
ment of parts or organization, may be similai 
to those DOW in use, and need not, therefore, 
be describea m detail further than is neces- 
sary to an understanding of my improvements. 

1. In a traction-engine, the master bevel- 
wheel carrying the freely-rotatingberel pinions 
provided with the iJane rolling surfaces, iji 
combination with the bevel-wheels on the main 
traction-wheel axle engaging said bevel-pin- 
ions On opposi^ sides and provided wilh simi- 
lar rolling surfaces, substantially as described 

2. The bevel-wheels on the main traction 
wheel axle and the loosely-rotating bevel-pin 
iona mounted in bearings in the master-wheel, 
jlso 0(1 said axle, said bevel-wheels being pro- 
vided^ with rojling sutfaoes, as described, in 
combination with the adjustable collar for set- 
ting and holding the master-wheel and its pin- 
ions in the required working relation' to the 
bevel-wheels, substantially as described. 

252,044. FRANK F. LANDIS,Wjiynes- 
boJough, Pa. Connpensation Gear for 
Road - Engines. Filed' May 19, 1881. 
Patented Jan, 10, 1882. I'N.) model.) 
My invention has for its objpci cci lain im 
provemeuts in mechanical moienrents, and re 
latfs more particularly to gearing foi eonncot 



ing two shafts or wheels, by whichiliediiving- 
poweris withdraTn from i»ne whtel ;uul con- 
centrated upon another ; and it consists in the 
conslruction and operation of parts, as will ho 
hereinafter more fully set furtli am! claimed. 
1. Acoiupensation-gear consisting of a shaft 
provided with a stationary pinion, a wheel 
carrying intermeshing piuious meshing with 
two cogged disks, one disk rigidly and the 
other loosely mounted on said shaft, the loose 
disk carrying a pinion upon its sleeve, sub- 
stantially as shown and described. 

2. In a compensation-gear, a wheel, F, pro- 
vided with intermeshing pinions, substantially 
as shown and described. 

3. The shaft A and cogged disk D, in com- 
bination with the wheel F, proviiled with in- 
termeshing pinions, and sleeve T, provided 
with coggeddisk B.substanti.allyas shown and 
described. 

4. In a compensation -gear, intermeshing 
pinions revolving wi'hin chambers within a 
body loosely mounted upon a shaft, said pin- 
ions meshing at their outer ends with gearing, 
substantially as shown and described. 

252,720. HARRY H. BRIDENTHAL, 

Latrobe, Pa. Road-Engine. Filed June- 
22,1881. Patented Jan. 24, 1882. (No 
model.) 

My invention relates nu,rc especially lo mat 
class of engines used for driving furiii and 
other machinery that ic(]iiires to bo moved 
often, and the objects are to improve and aUaiit 
such engines for traction purposes (ilso; and 
it consists in an improved cai rying-framp and 
iirrangemeut of main cariying-springs; in an 
arrangement of Irictiou- chain speed -gears, 
whereby the lelalive speeds of the engine and 
traclionwheels may be varied to snit Ihe load 
drawn and the condition of the road; in com- 
liinatiou of eqnational gear and independent 
brakes, and in an arrangement of slotted de- 
tachable sides or wheel-covers. 

It is evident that to handle with s:ifety so 
unwieldy a machine as a traction-engine must 
necessaiily be a reliable brake device is of the 
utmost importance. Again, it is evident that 
brakes constrncted in the ordinary way with 
brake-shoes applied to the faces of the trac- 
tion-wheels, which must necessarily be sup- 
plie<l wilh cleats or be otherwise roughened, 
would hold in a very irregular manner, hence 
would be unreliable except for the purpose of 
stopping quickly, as in descending grades. 
Ill order to overcome these difficulties I iiro- 
vide two seta of separate aud independent 
brake-geiirs. One set is arranged with ordi- 
nary brake-shoes applied to the faces of the 
traction-wheels, while the other set is arranged 
to attain the desired result by means of brake- 
shoes applied to friction faces formed on or at- 
tached to the principal wheels of the eqna- 
tidnal gear, 

1. The combination of the curved axle o, 
pedestals C, arch-piece 0, sleeve Y, slotted 
brackets o'o', keeper U, springs V P, and the 
boiler W, substantiallyas aud for the purposes 
herein speciSed. 

2. The combination of the axle o, gear-wheel 
m, sleeve ra', arms S', links S, and the trac- 
tion-wheel E, substanliallyas and for the par- 
poses herein specified. 

3. The combination of the plalforra P^ slot 
ted wheel-cover M, sliding disk i', and the 
sleeve-hub to', all arranged substantially at 
and for the purposes herein specified. 

4. The combination of the arras 3', links S, 
eyebolts r>, sleeves T, springs i, and the trac- 
tion-wheel B, substantially as and for the pur- 
poses herein specified. " 

5. The combination of the siriift v, sprocket 
cone a Ic, smooth cone e d, gear s, chains t V. 
tighteners c c', and the treadles N O, substaip 
tially as and for the purposes shown and de- 
scribed. 

6. The combination of the boiler W, brack- 
ets w, threaded rods D D' G, brace V, sieevfl 
A, and the caster ,1, substantially as and for 
the purposes liereiu specified. 

7; The combination of the caster J, worm- 
gear P, worm Ij shaft a:', crank K, anil the 
seat t"y substantially as and for the purposes 
herein specified. 

8. The combination of the equatioiml gear- 
wheels m' »«', friction-faces i' i' fin-ined there- 
on, independent brnkeSs A' /»•, and the treadles 
V V, substantially as and for the purposes 
herein specified. 

9. The steering caster-wheel yoko-slcevcA, 
having a rearwaril inclination from vertical at 
the top with relation to the engine, in combi- 
nation with the caster-wheel B, provided with 
a circumferentially-concaved face, siibstan- 
tially in the manner and for the purposes 
shown and described. 

253,023. JOHN H. ELWARD, Still- 
water, Minn. Traction-Engine. Filed 
Sept. 19, 1881. Patented \,m. 31, 1882. 
(No model.) 



lam aware that heretofore a chain lias been 
used for transmitting power from the roar to 
the front axle of a traction-engine, such de- 
vices being shown in patent to J. Kobingsoii, 
No. 15,820, September 30, 1850; but in the 
construction there sliowu, and in others sub- 
stantially similar thereto, the chain used for 
transmitting the power from one axle to the 
other was not arranged so as to be automati- 
cally extensible. In ray construction I attain 
many advantages by having the poi'it at which 
power is imparted on the front truck frame to 
thisgearingsomewhat behind tlicpoint around 
whicli said truck-frame turns relatively to the 
boiler, and I have devised the automatically- 
extensible powor-transinitting devices above 
described, that I in.ay preserve the said advan- 
tages. This e.\tensible transniitting mechan- 
ism prevents the straining and breakage that 
would result if a chain of unvarying length 
were employed, as has been done "heretofore. 
IMoreover, in the machines previously used the 
power- transmitting devices have been situ- 
ated at a point considerably above the axles 
of the traction-wheels, in some cases (as in pat- 
en t l.ast above mentioned) being situated above 
the boiler itself. 

.1. The combination of the following ele- 
ments, namely; a boiler, an engine thereon, a 
rear truck, a driving mechanism mounted on 
said truck for moving the rear wheels, a front 
truck movable relatively to the boiler and en 
gino, a driviug mechanism on said front true* 
for moving the front wheels, and an auto 
matically-extcnsiblepower-transmittingmech 
anism connecting the driving mechanism on 
the rear truck with the driving mechanism on 
the front, truck, substantially as set forth. 

2. The combination of the following ole 
ments, namely: the rear truck, a driving mech- 
anism on said trnck for moving the rear wheels, 
a front truck, a driving mechanism mounted 
thereon for moving the front wheels, th( 
sprocket-wheels L* and L^ arranged to ap- 
proach and recede from each other, the sprock- 
et-chain L, and devices, substantially as set 
forth, for expanding the chain. 

3. The combination of the rear truck, the 
counter-shaft D' on said truck, the wheels op 
said shaft engaging directly with the rear 
traction-wheels, thecompensating-gearou said 
shaft, the front truck, the connter-shaft H on 
the frout truck, the wheels on said shaft H, 
which engage directly with the front traction- 
wheels, the compensatiog-gear on said shaft 
H, the short counter-shaft I, the bevel-gearing 
on the rear truck, the bevel-gearing on the 
front trnck, aud the flexible power-transmit- 
ting devices between the trucks, substantially 
as set forth. 

4. The combination of the front traction- 
wheels mounted loosely, the front counter- 
shaft, H, engaging directly with said wheels, 
the compensating-gear on said shaft, the rear 
traction-wheels, mounted loosely, the counter- 
shaft D', engaging directly therewith, the com- 
pensating-gear on said shaft D', and the ex- 
tensible power -transmitting mechauism- be- 
tween said shafts H and D', substantially as 
set forth. 

5. Tie combination, with the driving mech 
anism which moves the rear traction-wheeic 
and the chain L, of the eonnter-^hatt H, en- 
gaging with the front traction - wheels, the 
pompensating-gear on said cquhter-shafl H, 
?nd the shaft I, mounted upon the front truck, 
aud arranged, as set forth, to receive the 
power from the chain L aud impart it to the 
coropensating-geir on the shaft H, substan- 
tially as set forth. 

6. Ill a traction-engine, the combination of 
a driving mechanism for the rear wheels, a 
driving mechanism for the front wheels, a 
power-transmitting mechanism, a fraoje-work 
for supporting upon the frontwheelsthe mech- 
anism which drives them, the pivotal bearing 
of the boiler resting upon said frame-work, and 
the arms P P', arranged to loosely conned 
said framework to the boiler, snbslautially 
as set forth. 

7. The combination of the frames N n, at- 
tached to the boiler, the frame O O', supported 
upon the front wheels, the mechanism for 
driving said wheels, and the angle-arms P P*,' 
arranged to rest npon flange m, substantially 
as described. 

254,223. HORATIO N. LAND and 
HOWARD CAMPBELL, Richmond, 
Ind,, assignors to Gaar, Scott & Co., same 
place. Traction-Engine. Filed Nov. 25, 
.1881. Patented Feb. 28, 1882. (Nc 
model.) 

_ 1 . The combination, in a road or traction efi. 
gine, of the fire-bcx having curved sides and 
bottom extending below the boiler, the contin- 
uous roar axle provided wi th a central bow or in- 
verted arch adapted to support and streugthen 
the fire-box, driving-wheels having iutern.illy- 
toothedgear.rings, the shaft iournaled in hear- 
ings on the front of the firo-box- aud having 



602 



TRACTION ENGINES 



gears meshing with said interually-threaded 
toothed rings, and means for actuating said 
sbafl', substantially as shown and described. 

2. ThecombinalioD, in a road or traction en- 
gine, of an arched asle snrroupdiDg the Sre- 
box,a8haft carrj'ingat each end a gearwheel 
supported on the forward end of the tire-box, 
the rear driving- wheels having internally- 
toothed gear-rings, the bevel-rhcel G, attached 
to and turning loosely with the jear F, bevel- 
wheel G', mounted firmly on the shaft e', gear- 
wheel H, monntud loosely on the same shaft 
between the wheels G G', and provided with 
pinions h ft, adapted to gear with said wheels 
and tbedriviugshaft J', and connecting mech- 
anism, substantially as shown and described. 

256.120. RYON P. BRYSON, Burnt 
Chimney, N. C, assignor of one-half to 
G. E. Young. G. B. Horn & Matt Mc- 
Brayer. Rutherford County, N. C. Road- 
Locomotive. Filed Mar. 6, 1882. Pat- 
ented Apr. 11, 1882. (No model.) 
My invention relates to improvements in 
road- locomotives ; and the object is to co"n- 
struct road-locomotives in snch manner that 
they can be readily and easily guided in any 
direction desired, and that the driving-power 
is applied to the wheel, so that there is no loss 
f power, and the locomotive will run steady 
n common roads or streets. 
The advautages of my improvertlocomotive 
.vill be readily appreciated by all engineers 
iud others skilled in the art, and some of them 
ue that the mauhiueis --ery compact and sim- 
ple, the parts are not liable to get out of or- 
der, it can be icadily turned at very short an 
gles or curves, it forms a very rapid locomo- 
tive for travel over common roads and streets, 
and all of the machinery is placed above the- 
axles and leav* s the entire space below nnob- 
strncted. 

1. In road-locomotives, the pilot-wheel snp 
XKtrted on a saddle, M, recessed on its edge 
and flttiiH? into a ring, r, secured to the boiler, 
and operated by mechanism from the cab, sub- 
stantially as set forth. 

2. In road-locomotives, the pilot- wheel I, 
enpported on a saddle, M, recessed on its edge 
fo fit into a ring, r, secured to the boiler, and 
provided with a pivot, m, to which the arm n 
is attached, and connected to a rod, o, oper- 
ated byalever,K,all substantially aespecitied. 

3. The traction-engiue herein described, con- 
sisting of the boiler A, supported upon the 
front pilot-wheel, I, and rear driving-wheels, 
G,thec5lindersc,and engine-shaft having pin- 
ions i meshing with gears K ou the drive- 
wheels, said cylinders and engine-shaft being 
secured to the under side of the boiler, aud 
all arranged as set forth. 

256,993. ABRAHAM O. F R I C K, 

Waynesborough, Pa. Traction-Engine. 

Filed Mar. 7, 1882. Patented Apr. 25, 

1S82. (No model. ■» 

Theinreotion consista in the peculiar con- 
nection of the counter-shaft to the axle by 
means of a compound gear-wheel having a 
lateraily-fiexible rim, as will be better ander- 
Btood with reference to the drawings. 

1. The combination, with a driving gear- 
wheel, K, aud the axle, of a compound wheel 
arranged upon the axle and having a later- 
ally-flexible toothed rim and draft-connection 
between said toothed rim and the inner or wet 
portion, substantially as shown and described. 

2. The combination, with the body of the 
engineaud the axle having springs interposed 
between the samc^ of a counter-shaft located 
above the axle and having a universal joint 
in the same, with apinioD,£, a movable bear- 
ing for the connter-shaft connected to ihe axle 
by a link, aud a compound wheel located on 
the axle and provided with a laterally-flezi 
ble toothed rim, substantially as shown and 
described. 

3. The combination, with the compensating- 
gears HI J e, of a laterally-flexible, toothed 
rim and draft-connections between the rim and 
its web portion J, as described 

268,401. ABRAHAM O. F R 1 C K. 

Waynesborough, Pa. Traction-Engine. 

Filed Mar. 7, 1882. Patented May 23, 

1882. (No modp) ^ 

Myinvenlioo relates toau improved constroc- 
lion of traction-engine, designed to overcome 
the difBcnlties which attend the use of this 
class of inventions upon uneven earth roads. 
In this class of engines, which are driven by 
toothed wheels, it is of course necessary to have 
all the gears between the engine and traction 
or ronuing wheels in firm contact. On the 
other hand, the interposition of springs be- 
tween the axle and the lo^.d is also desirable 
to accommodate the engine to obstnctions— 
such as stones, &c. — in the road, and rcliev* 
the gear-teeth of the shocks TvhicU such ob 
structioua would involve: huf, ;i.«i tlic inteniosi 



tion of springs to relieve vertical jolts wonid 
involve from vibration at times a change in 
the distance between the axis of the traction- 
wheels and the asis of the gear-wheels, the 
other objection of disconnecting the gears is 
met with. 

T heobjcct of my invention is to provide such 
.uctionaswill reconcile the use of these 
apparently antagonistic features, so as to se- 
.cure the following results: first, perfect free 
dom to vibiate vertically without separating 
the gears aud without involving destructive 
strains on the teeth as produced by said ver- 
tical jolts; secondly, an elastic rotary strain 
from the engine, so th ;t if the wheels meet an 
obstruction and stop ,ae rotary strain of th*' 
gears of the engine is not allowed to strip or 
strain the teeth; thirdly, to proyide means for 
accommoilathtg the gears to the movement in- 
cident to lateral swaying or the elevation of 
one side of the engine, thereby avoiding the 
strainingor jamming the gears; and,fonrthlj-, 
to provide a simple and effective means for 
imparting an elastic rotary strain from the en- 
gine to the traction-wheels for goiog either for- 
ward or backward, ail as will be hewnafter 
more fnlly described. 

In relation to' the movement of the counter- 
shaft sidewise, I wonid state that I am aware 
that said connter-shaft, the crank-shaft, and 
the axle have been made vertically adjustable 
togetheratrightangles toiheiraxes, and with 
an equal movement at each end, as in English 
Patent No. 120, 1859. Thid involves a varia- 
tion in the throw of the piston-rod, and I do 
not claim such arrangement. I am also awart* 
that motiou has been transmitted to the axle 
of a traction-engine by a counter-shaft having 
a nniversal joint in it and located on the same 
level with the axip. The location of the conn- 
ter-shaft above the axle and their connection 
by a link at ona end only is therefore an im- 
portant element of novelty in this part of my 
invention. 

1. The engine-cylinder, crank-shalt, and 
slotted side plates, all connected together for 
transmitting tho Rtrain to the axle independ- 
ently of Ihe boiler, in combination with the 
axle, springs supporting the weight of the 
engine, a radialli'-movable connter-shaft hav- 
ing one end extended through and made ver- 
tically movable in a slot ip the side plate, aud 
a link connecting the connter-shaft at this end 
to the axle, substantially as and for the pur- 
pose described. 

2. The combination of the axle, the couulei- 
sbaft, and the driving-gear, the axle "beingcon- 
nected at one end to the connter-shaft by a 
link, and the counter-shaft having at its other 
end a loose jointed or tiexible connection with 
its driving-gear, t^ubstantinlty as shown and 
described. 

3. The gear-wheel Q, uionntcd in fixed bear- 
ings and having a hullow hub, in combination 
with the counter-shaft arranged concentrically 
therein, and connecte<l to said gear-wheel for 
a loose or flexible movement, substantially as 
described. 

4. The deflectible countershaft I, with its 
gear-wheels, arranged above the main axle, and 
combined with thecrank-shartand its driving- 
gear, the axle and its driving-gear, the snp- 
porting-springs for the engine, and a link for 
connecting the axle and countershaft atone 
end c»nly^ as and for the purpose described. 

6. 1^6 combination, with the axle of a trac- 
tion-engine h?.ving a gear-wheel thereon, of the 
longitndinally-adjuatabla counter-shaft I, hav- 
ing a gear-wheel, substantially as described, 
arranged to mesh with the wheel on the axle, 
and to follow the same in its lateral variations. 

6. The combination, with the axle having 
compensaling-genr K L M e, arranged, as de- 
scribed, to transDcit rotary strain to either or 
both of the traction-wheels, of springs for sus- 
taining the weight of the engine, a horizcotal 
counter-shaft having one end only made ver^ 
tically movable for a radial adjustment, and a 
link connecting the bearing of the axle at on. 
end to the bearing of the counter-shaft, ftxim 
which motion is imparted to the compensating- 
gear, as described. 

7. The deflectible and longitudinally- mov- 
able countershaft I, arranged above and coti- 
bined with the axle and supporting-springs 
by wheels and a link at one end only, and con-^ 
nected to tbedriving mechanism, substantially 
as described. 

8. The side plates, F, slotted at one side and 
combined with its brace N, having margiual 
guide d at that side and a bearing at the other, 
and the connter-shaft having a movable box, c, 
playing in said guide, as set forth. 

9. The tug-spring T, composed of a single 
spring, fc, and loops or stirrups I m, with feet 
'.' m't in combination with the draft-bolts n and 
?, and the hollow abatment-lugsiandj, whore- 
by the same spring ia made to furnish a rotcry 
elastic strain in either forward or backward 
movement, as described. 



258,683. EDWARD J. TAYLOR, 

Frankfort, W. Va. Traction-Engine. 

Filed April 7, 1882. Patented May 30, 

1882. (No model.) 

This inveutiou relates to improvements in 
iraction-engincs, and is especially aseful ia. 
that class which is employed for thrashing, 
sawing, &c. The object of the invention is to 
furnish such engines with a boiler which will 
automatically adjust itself withont the use of 
any attachment to diflerences of level, which 
can bo locked and held at any point after its 
self-adjustment, and to provide means for pro- 
tecting the boiler in crossing streams. 

1. A t ract ion-engine havingaframo provided 
wiih journal-boxes at the top, in combination 
with a boiler suspended within such frapie be- 
low the level of the boxes, and a rock-shaft se- 
cured to the boiler and resting in said boxes, 
as set forth. 

2. A traction-engine having a frame pro- 
vided with journal boxes, in combination with 
a self-adjusting boiler suspended within the 
frame, and arock-shaft, bored as described, and 
provided with connections for the steam and 
water supply and the exhaust, as set forth. 

3. In a traction-engine, aself-adjnsting boiler, 
in combination with means, substantially as 
described, for locking it at any desired point 
after it is leveled, as sot forth. 

4. In a traction-engine, the shield or apron 
located at the sides aud beneath the boiler, as 
and for the purpose sot forth. 

5. A tractiou-cngine provided with a iVamo 
having the journal-boxes, asdescribed, in com- 
bination with a self adjusting boiler suspended 
within the frame, anil a rock-shaft secured to 
the boiler, resting in the boxes, and provided 
at its ends outside of the boxes with the col- 
lars, whereby, in the event of one side of tho 
engine being higher than thecther, the greater 
part of the weight of the boiler will be sus- 
tained by the upper side of the frame, as set 
forth 

259,600. JOHN V. STRIBLING, West- 
minster, S. C. Traction-Engine. Filed 
Mar. 29. 18S2. Patented June 13, 1882. 
(No model 1 

This invention relates, first, to certain im- 
provements in mechanical movements, where- 
by the power of anj- motor may be communi- 
cated for driving machinery in any direction. 
It also relates to the application of these im- 
provements to iraction-engines which can be' 
applied to agricultural machines to be driven 
by steam. The same may be applied for the 
propulsion of vessels. It also relates to cer- 
tain devices connected nith the driving-pulley 
of the motor,or with a driving-shaft connected 
with it, whereby a road-engiiieora vessel which 
way have the improvement can be automati- 
cally directed or ntcered, all of which will be 
morefullydescribcd,aod8e(for(hintheclaim3. 

1. m machines lor operating traction-en- 
gines, the combination of the vertical wheel 
E' and pinion E with the borizontai wheel F', 
supported in the gimbal, whose center of mo- 
tion is in a line with the center of wheel E', 
whereby at any transverse tilting of tbe wheels 
the wheels E' and D' remain >n gear, sabstan- 
tially as and for the pnrpopi described, 

2. The combination of the driving-wheels F'^ 
F, wheel and pinion E' E, wheel D', box D. 
with its loose wheels 6' ft', and beveled wheels- 
bh with the shafts or axles B B, substantially 
as and for the purpose described. 

3. In machines for operating traction-en- 
gines, the combintition of the sprocket-wheels 
FF' P, chain S, beyeled wheels F' F, wheels 
F/, E,and D', with the box D with interior loose 
wheels b' h\ and beveled gears & & on the shaft 
or axles of the four traction-wheels, substan- 
tially as and for the purpose described. 

4. The combination of tbe sprocket-chain S, 
sprocket- wheel O, spur gears m and n, friction- 

:ones W, c, and c', worm-gearj'/, and segment- 
laokl', whereby the wheels are toioed in steer- 
ing, substantially as and for the pari>03e de- 
scribed. 

5. The com bioation of tbe sprocket-chain 9, 
the sprocket-wheel O, spur-gears «* and n, fric- 
tion-cones W, c, and c', cones w W «/, and worm 
^ear whereby the rear wheels are steered, sob- 
itautially as and for the purpose described. 

6. The combination of the exterior wheel, 
Q, having in its tire a series of orifices,^the 
interior wheel, Q', provided with a series of 
projecting turtle-beads, g", to protrade through 
the orifices inexteriorwheel,Q,aiid theadjust- 
able ecceutric Q^ on the axlo of a traction-en- 

;ir.o, all substantially as and for the purpose 
lescribed* 

259,814. NEWTON W. BUSHNELL, 

Nineveh, N. Y. Traction-Engins. Filed 
Feb. 14, 1882. Patented June 20, 1882, 
(No model.") 

This invention relates to what are aecomi 
nated "road ''or " traction '^ eneines; and the 



TRACTION ENGINf^S 



603 



oalure of iny improvemeut. on such engines 
CQ£isists mainly in the construction of the driv- 
ing and transporting wheels, wlierehy cogs or 
traction-teeth can be protruded or retracted 
frooi tbe rims thereof at the pleasure of the 
4ittentlant. 

"V^'hen the machine is moving on macadam- 
ized rpads, over bridges, and hard and level 
fields stnooth'faced wheels are desirable; but 
when the machine is used for drawing heavy 
loads— as, for example, harvesters or plows in 
the field — it is uecessary to protrude cogs or 
spnrsfrom toe rims of the transportlug-wheels 
to prevent them from slipping while drawing 
on loose or soft ground. 

1. The combination ol th(? toothetl segments 
X*, the perforated rim li, through which the 
teeth pass, the toggles K, connected by ths 
segments P to the hub J aud to the segments 
T, and means for protruding the teeth beyond 
the peviphcrj of the rim aud retracting the 
teeth, substantially as described. 

2. In a traction or road engine, tho reaches 
I, provided with cams and a toggle-connection 
for extending thereaches, in combination with 
transporting-wheols bavirtg r.ulially-movable 
traction -teeth adjustable by means of said 
cams^ substantially as described. 

3. .The combination of the perforated rim L, 
the traction-teeth N, 6xed to radially-expansi- 
ble setjnip.nts P, the spokes K, having conical 
ends (I, the springs coiled around these ends, 
the segnients 'i\ provided wrtli projections *;, 
the togjjlcs It, and the cams on the adjustable 
reaches I, substantiaHy as aud for the purpose 
set foiih. 

260,508. JOHN A. MILLER. Wades- 

ville Ind. Tractlon-Engine. Filed Apr. 

27, 1882. Patented July 4, 1882. (No 

model.) 

The object of my invention le to constrnot 
an engine that can be used in farm-work and 
for other purposes jis a stationary engiue, and 
also as a traction-engine for its transportation 
from place to place. 

Xhe combination with the horizontal boiler 
A, having an inclined cylinder, B, on each side, 
'with a8team-chest,c,conuected.with the steam- 
dome by a pipe, d, of the slides /un ways e, 
the pistuu-rodsp, the rods h k, the crank-shafts 
i I, the balance- wheel »i, the pinions n n, and 
the gear- wheels o on sleeves a^ of wheels a, 
whereby the eugine may be used as a station 
ary or traction motor, as described. 

261,005. DAV:D LIPPY and JACOB 
HUGHES, Mansfield Ohio. Traction- 
Engine. Filed Apr. 3, 1882. Patented 
July 11. 1882. CNo model.") 
The invention relates to an improvement in 
traction-engines, and has for its object the ob- 
viation of certain defects which bavo hereto- 
fore existed in engines of this class. The first 
of these objects relates to the constraction of 
traction- wheels; and it consists in providing 
the same with segmental tread-blocks which 
may bo removed and replaced at will, and which 
shall have projections of differentsizes, accord- 
ing to the nature of the ground to be traversed, 
whereby the wheels are supplied with what 
are known as " iuterchaogeable tread-blocks." 
In softer sandysoil we shall employ the Ircad- 
blocks having the larger projections, aud in 
passing over hard or firm ground we shall use 
the tread-blocks having thesmallerprojections. 
Thus weareenabled to cause theengiue to travel 
over soils of various nature without difficulty. 
In thedrawings we illnstrate various means of 
forraiog the traction- wheels to accomplish this 
object. 

Heretofore the traction -wheels of engines 
have been constructed with projections on their 
periphery ; but these projections have been all 
of uniform heighf, and not made so as to be 
readily interchangeable. Thus the engine was 
bnly provided with one set of projections, 
whether traveling over hard or soft soil. 

It is well known that engines of the class 
to which the invention relates are with diffi- 
culty made to pass over soft soil without the 
aid of teams in addition to their own motive 
power, the difficulty principally arising from 
the fact that in the effort to drive the engine 
ahead the craction-wheels, instead of moviug 
on, will simply rotate on their axles. Thus in 
this case it is evident that tread-blocks having 
larger projections are necessary, whereaz 
should these blocks having the larger projec- 
tions be continnouBly employed they wonld, 
when the engine is passing over firm .ground, 
cause the machine to jar and probably to be 
serionsly injured. It will be seen, therefore, 
that the employment of interchane;eable tread- 
bTocks having projections of vat-ious sizes is 
extremely desirable, aud is quite necessary 
for an engine of perfect construction. The 
exact nature and details of the construction 
of tliese tract! on -wheels are clearly illustrated 
in the drawings, and will be hereinafter re- 
ferred to. 



1. lu traction - wheels for engines, inter- 
changeable segments or friction-surfaces pro- 
vided with projections varyiug in size, sub- 
stantially as and for the purposes set fortii. 

2. The wheel B, having grooves 1) and in- 
terchangeable blocks L, substantially as set 
forth. 

3. In a traction-engine, the shaft n, gear- 
wheels b c, horizontal shaft d, having ])iuion8 
m H, vrrtical shaft M, supplied with wheel N, 
having two sets of teeth, oj>,thei)tnion K, and 
gear-wheel P, mounted on the axle of the trac- 
tion-wheels, substantially ^s set forth. 

262,894. GEORGE H. HELVEY, Ham- 
ilton, Ohio, assignor to the Hooven, Ow- 
ens & Rentschler Co., same place. Trac- 
tlon-Engine. Filed May 19, 1882, Pat- 
ented Aug. 15. 1882. (No model.) 
This invention pertains to traction-engines 
arranged to transmit power to a machine — as 
a thrasher — while standing, and relates to the 
transmitting devices between the crank-shalt 
of the engine and the traction-wheels. 

in a road-engine, the combination, snbstan 
tially as set forth, of a ciank- shaft arranged 
and adapted to be revolved by a steam-motor, 
a pair of bearings to support said shaft, a band 
wheel fixed to said shaft and adapted to trans- 
mit motion from said shaft by a belt, a gear- 
piniou disposed between said band-wheel and 
one of said bearings on said shaft, and adapted 
fortransmittingmotionfrom said shaft by gear- 
ing, a shroud or fiange upon said pinion, and 
a clutch -pin fitted to slide through a hole in 
the hub of said band - wheel and engage in a 
hole in the shroud of said pinion, whereby said 
trausmisaious may be efi'ected together or in- 
dependently. 

263,159. ABRAHAM O. F R I C K, 

Waynesboro, Pa. Traction - Engine. 

Filed Apr. 19, 1882. Patented Aug. 22. 

1882. (No model.) 

My invention relates to certain improve- 
ments in traction or road engines of the same 
general construction and function as those for 
which I have previously filed two applications 
for patents, bearing date March 7, 1882, and 
marked "Cases A and B." As in these \ 
ceding inventions, the object of my present im- 
provement is, in short, to provide sncb flexible 
aud elastic connections between the running 
or traction wheels aud the body of the engine 
aud its driving-gear as will adapt the engine 
to passage over rough roads without involving 
nndne strains upon the working parts. These 
features of improvement I will fully describe 
in connection with the other parts shown in 
the drawings, and then clearly designate them. 

1. The counter-shaft composed of two parts, 
combiued with and connected by the links g^ 
sliding block fc, with rollers % and hollowi 
clutch-section J, having guideways to receive 
the rollers, as and for the purpose described. 

2. The axle and jointed counter-shaft, with 
the connecting-link ,S, having long bearings 
for preserving the equal movement and par- 
allel position of said shaft aud axle, in com- 
bination with the boiler, the '^ipporting- 
springs, and the driving-gears of a road-en- 
giue, snbstautially as aud for the purpose de- 
scribed. 

3. Thecompensating-gear E d e/, combined 
with and located upon the axle, the loose 
traction-wheel I, and the tug-spring T, con- 
structed for both forward aud backward mo- 
tion, and connecting the traction-wheel I to 
the gear/, substantially as and for the pur- 
pose described. 

4. Thecombination,with the axle, the freely- 
moving counter-shaft, aud a link connecting 
said axle and counter-shaft, of a gear-wheel 
arranged concentrically opon the axle, a pin- 
ion meshing iu tbe same and arranged on the 
counter-shaft, and a spring for resisting thf 
tendency of the pinion to crawl or move 
peripherally over the gear-wheel on the axle, 
as described . 

5. The side plates, D D, connected at tho 
top by plate J' and at tho bottom by plate J, 
in combination with the jointed counter-shaft, 
the stationary bearing «, the link S, the axle, 
the connectingrgears, the boiler, and the sup- 
porting-springs, as and for the purpose de- 
scribed. 

264,191. JAMES E. MUSTARD, Glen 
Hall, Ind. Traction-Engine. Filed May 
^5. 1882. Patented Sept. 12, 1882. (No 
model.) 

Tho principal object of my said invention is 
to produce a means for driving road-engiues 
In which thd usual cranksaudcousequentdead- 
ceuters shall be avoided, while all the power 
shall be continnously utilized. This object is 
accomplished by monntiug npun the hubs or 
shaft of the driving-wheels rack-wheels or 
segments which shall 3ngugt) to drive said 
wheels when moved f'trward, but which shall 



turn loosely when moviug backward; attacli- 
iiig rack-bars to tbe piston-rods of the eugiues, 
whichshall engage witbanddrive these wheels 
or segments, and connecting said rack • bars 
by means ofjoiuted rods, so that the force 
from both steam-cylinders shall operate upon 
each of said segments alternately as the seg- 
ments move forward and back. 

A second object of my invention is to pro- 
duce for such engines driving-wheels which 
shall have more than the usual resistance 
against slipping. This object is accomplished 
by attaching to the faces of the rims of said 
wheels flat springs which project in the man- 
ner shown and give a greater bearing-surface 
on tbe ground than the common construction; 
and my invention consists iu details of con- 
struction and arrangement, as will be herein- 
after more specifically set forth. 

1. Tho combination, in a road or traction 
engine, of the two cylinders B 0, the cogged 
and jointed rods or bars D E, tho cross-bar P, 
axle G, collars H f^havingspring-catches there- 
in, segments J K, having teeth to engage with 
the bars D E and notches to engage with the' 
collars H I, and wheels L M, substantially as 
showQ and described, and for the purposes 
specified. 

2. In a traction or road engine, the combi- 
nation of the permanently-located cylinders B 
0, tbe cogged aud jointed rods D E, the cross- 
bar F, and the segments J K, whereby tho 
force of both cylinders may be applied to one 
segment without rocking said cylinders or de- 
flecting those portions of said rods which serve 
as piston-rods from a straight course, substan- 
tially as shown and specified. 

3. In a road or traction engiue, traction- 
wheels Ij M, provided with spring-arms I, sub- 
stantially as shown and described, and for the 
purposes specified. 

264,600. T. FRANK WILSON and 
ALBERT L. WILSON, Gorham, N. Y. 
Device for Leveling Boilers of Road- 
Engines. Filed June 28, 1882. Patented 
Sept. 19. 1882. (No model.) 
This invention relates to the broad idea o'f 
keeping the boiler of a traction or other en- 
gine level in going up or down inclines or hills, 
to prevent tue water in the boiler flowing to 
one end or the other, to tho great danger of 
of explosion, or putting the fires out, and other 
disadvantages. 

In combination with the boiler A of a movable 
engine, the post c, horizontal bar 6, attached ■ 
to front axle, a, its rear end raised and low- 
ered by chain d, drnmorrod e, toothed wheels, 
and worm k on crank-rod Jc, all substantially 
as and for the purpose specified- 

265,499. GEORGE H. HELVEY, Ham- 
ilton, Ohio, assignor to the Hooven, Owens 
& Rentschler Co., same place. Traction- 
Engine. Filed Aug. 8, 1882. Patented 
Oct. 3, 1882. (No model) 
This inrentiou ])ertaiDs to traction-engines . 
designed to transmit power to a machine as 
1 thrasher while standing; aud it relates to 
> he trausmif^iug devices between the orank- 
ihaSi of the engine and the tmction -wheels. 

In a traotiou-eugiue, the combination^ sub- 
stantially as set forth, with traction wheels 
and geating for transmittiug motion from the 
engine -shaft to the traction - wheels, of two 
driving -pinions of different diameters loose 
upon a driving-shaft, a means for locking one 
or both of said pinions totheirshaft,two gears 
of different diameters fitted to ran freely and 
independently upon a common axis and mesh 
into the said two pinions, asset forth, aud n 
means for locking said two gears together. 

266,809. ANDREW J. HOAG and 
JOHN A. DREW, Battle Creek, Mich.. 
assignors to Nichols, Shepard & Co., same 
place. Traction-Engine. Filed July 31, 
1882. Patented Oct. 10, 1882. (No mod- 
el. 1 

In tractiou-enguies, where ft is necessary tq, 
shiftthetractioji-gearoutof engagement when 
the power of the engine is used for driving a 
thrashing or other machine, the great object 
has been to obtain a simple and eflective de- 
vice which conld be easily adjusted, and which 
wasiuconvenientposilion to be readily reached 
by the attendant. 

The ordinary pinion mounted ou theengine- 
8baft,.which was adapted to be moved oil said 
shaft into or out of engagement with the gear- 
ing moving the traction-wheels, white having 
beenfound the most simple and that best suited 
for the purpose, was open to serious objection, 
for the reason that said pinion was held in po- 
sition ou the shaft by means of a set-8L*rew, 
which, from tho constant jar, tended to work 
loose, in which case 'he screw was liable td 
drop ont and be lost; or when the engine wa^ 
stopped at a point so that the screw would 
come on the under side of the shaft it was im- 
possible to reach it without tominfctbe shaft 



604 



TRACTION ENGINES 



romul by Iiand iiutil tbe screw was bron;j;bt to 
[be upper srde^aiul even \vhen llie screw was 
brought to this point iiuil looseuoilaud the pin- 
Ion moveilontot engagement Willi the traction- 
gearing it was almost impossible to so tiglKen 
tiic screw as to prevent it from Jarring loose and 
prevontiug tim pinion from sliding upon the 
shaft into gear with said traction-gearing and 
move the engine after it had been tixeil to ruu the 
thrashing or other machiuery, ot into gear to 
such on extent as to break the teeth of thein- 
termeshiug gears. 

Our invention has for its object the remedy- 
ing of the before-mentioned objections; and it 
consists in jtroviding the ordinary pinion with 
a projecting rod,bar,orshaft a<lapted to move 
ill a bearing or pciforalion formed in the hub 
or spoke of the baud or lly wheel, and in se- 
curing said pinion, through said rod, bar, or 
shaft, to the baud ot fly v.-iieel by means of a 
set-scre\vore*piivaleut device, by which means 
the pinion is held lirnily in place on the shaft 
and the set-sc;ew or holding device brought 
to such a jroint as lo bo always in conven- 
ient reach of the attendant, as hereinafter de- 
scribed. 

1. Theshifiingjiiniou provided with the pro- 
jecting rod, bar, or shaft tor adapting it to be 
connected with the baud or fly wheel, for the 
pniijose ami substantially as dcsciibed. 

2. Theshiftiitg piiriou connected to the band 
or lly wheel through the rod, bar, or shaft, for 
the purpose and sultstantially as describe<I. 

y. The shifting jiinion provide<l with the pro- 
jecting rod, bar, or shaft, said shaft having its 
hearing in the l)and or lly wheel, in combina- 
tion with the set-screw or equivalent device 
for holding said gear in its adjusted position, 
for the purpose and snbsrantialiyas describcil. 

266,343. EDGAR M. BIRDSALL, Au- 
burn, N. Y. Traction-Engine. Filed 
Aug. 21, 1882. Patented Oct. 24, 1882. 
(Nn "lodel.") 
- The object of my invention is to attain 
strength and simplicity in the action and or- 
ganization of the geariug and connecting op- 
erating parts. 

1. The combination, with the main driving 
shaft, of the beveled pinion D, the beveled 
pinion E, the shaft F, the pinion G, the bevel- 
wheel H, spur-piuiou 11', aud fixed shaft I ami 
its adjustiug-raechauisni, whereby all the said 
parts may be disconnected and separated from 
the gear-wheel, substantially as set forth. 

2. Tbe. combination of the shaft F aud its 
pivotal supports upon the main driving-shaft, 
and the shaft I, forming the bearings of the 
shaft F, and the housings of the bevel-pinions 
E aud G, substantially as set forth. 

3. The combination of the lock-fork Q, the 
shaft F, the pinion E, and the curved projec- 
tion and recess E and R', substantially as set 
forth. 

4. The combination, with the shafts F aud 
I, of the pieces S and S', constructed aiul ar- 
ranged substantially as set forth. 

6. The combination of the rear axle, V, the 
fixed shaft I, the springs I w, the brackets i k 
and g h, and the posts 1, 2, 3, and 4, substan- 
tially as set forth. 

C. The combination, with the axle Y and 
shaft I, ot the posts 3 ami 4, and the stay-rods 
p, substantially as set forth. 

7. The combination of the pendent guide 
slotted casting U with the guide V, bracket 
W. and post 4, substantially as set forth. 
266,466. ABRAHAM O. FRICK, 

Wavnesborough, Pa. Traction-Engine. 
' Filed Sept. 5, 1882. Patented Oct. 24, 

1882. (No model.) 
' My invention relates td traclioiT- engines 
which use a fly-wheel for evening and steady- 
ing the motion by giving off the power, to aid 
insuddenemergenciesoriuinlerniilteutstraius, 
which has been aceuiunlated in the intervals 
between severe labor, said fly-wheel serving 
also as xi baud-wheel when doing local work; 
and the objects of my improveuieuts are, first, 
to provide means whereby the fly-wheel iii.ay 
be readily connected with a spur-wheel for the 
jiurpose of operating the traction-wheels, or 
disconnected therefrom when using the band- 
w heel in local work ; second, to provide mean? 
whereby two rates of speed may be giveu to 
the traction-wheels in order that more force 
may be applied to the Iraction-whcels fur as- 
cending hills, the enVine advancing along the 
road at a rale proportionally slower as the 
force applied is increased, the engine revolv- 
ing all the time at the same speed and produc- 
ing the 8ame_aniountof [lOwer. lattain these 
objects by iiiechanism hereinafter fully de- 
scribed and claimed, reference being had to the 
accompanying drawing, which is a sectional 
elevation, longitudinal with respect to tbe en- 
£ine-.shaft. 

I am aware that a pin has.beTbre been used 
to counectwheels together in a manner similar 
to the one here described, but varying from 
dine in pa.^siug >)><^ i)iii through a hole in a 



llangeof the pinioii-wlieel exterior to the cir- 
cunit'ereiiue of the teeth ; but that 1 could not 
do .and us? the hub of llie fly-wheel as a shaft 
for another pinion, as heroin described, aud t 
do not claim that as my iiivciitioii* 

1. The combination, with the spnr-whcfl K, 
shiifc I<, pillow-block F, matii shaft A, and fly- 
wheel 1), secured thi-rcou aud^yrovided with a 
turned hub lor a bcariug for the gear-wheel C, 
of the pin-hole E, extending through the hub 
of wheel D, aud said turned bearing thereon, 
the pin-hole e in wheel !'•. within the circle of 
its teeth, and the pin H, fitted easily in holes 
E e, as shown and described. . 

2. The combination, with the shaft L, spnr- 
wheel K', the pinion C, meshing therein, the 
pillow-block F, the shaft A, the pulley B, se- 
cured, thereon and provided with a turned hub 
serving as a bearing for the wheel C, of the 
pin-holes M m in wheels DC, respectively, aud 
the pin H, for the purpose of revolving shaft 
L by means of said wheels and K', as shown 
and described. 

3. The combination,. with the shaft L, the 
twnsMur-wheels K K', of different. 'sizes, firmly 
secnred thereon, the pillow-bl6ck F, shaft A, 
thefly-wheelD,secured thereon, provided with 
a turned hub, the pinion O, revolving freely on 
said hub,thepinion B, revolving freely on shaft 
A, the holes E M in wheel D, aud the holes e 
m in wheels B and C, respectively, of the pin 
fitted to enter said holes easily, as shown and 
described. 

266,698. FRANK F. LAN DIS, Waynes- 
borough, Pa. Traction-Engine. Filed 
Oct. 22, 1881. Patented Oct. 31, 1882. 
(No model.) 

1. Thecombinationofthedrivinggear-,whcol 
Q, the body T of a compensation-gear, and 
means for connecting them with the toothed 
disks, and pinions connecting respectively the 
axle and the driving-wheel, substantially as 
shown and described. 

2. The body T, having projecting arms (;, and 
sheet of metal Y, in combination with thedisks 
U and V, substantially as shown and described. 

3. The body T, provided with projecting 
arms 3, in combination with conueciing-ring 
and auy suitable means for connecting them, 
substantially as shown and described. 

4. The body T-of a coigponsation-gear, pro- 
vided with arms, as q, projecting from its pe- 
riphery for connection with tho motive power, 
substantially as shown and described. . 

5. Tbe combination of the axle I), hub X, 
revolving upon said axle, having a flanged in- 
ternally.toothed disk, V, with the disk U, keyed 
to the shaft !>, and body T, revolving upon tbe 
hub, and jnoiousv y and w z^ substantially as 
shown and described. 

267,405. JULIUS C. DEBES, Mt. Ver- 
non, Ohio, assignor to C. & G. Cooper fir 
Co. , same place. Traction-Engine. Filed 
Oct. 10, 1882, Patented Nov. 14, 1882. 
(No model.) 

My invention is designed with a view to al- 
low the power-driven truck-wheels of a trac- 
tion-engine to vibrate or move op and down 
without disturbing or aU'ecting the gearing by 
which they are driven, in this waypreventing 
the gearing from being injiirioasly affected by 
the jarring and jolting to which the engine is 
necessarily more or iess subjected as it travels 
over the gro,nnd. To this end I mount each of 
said power-driven or main truck-wheels on an 
axle which is capable of vibrating np and down 
on a center coincident with the axis of the 
driving-shaff, from which movement is trans- 
mitted to the gear-wheel that is carried by and 
attached to the track-wheel, so that the truck- 
wheel, when it moves up qr down, shall move 
in the arc of a circle 6^ which the axis of the 
said shaft is the center, thus preserving unim- 
paired .ud unchanged the relative positions 
aud distances of the gear-wheels, and couse- 
qnently preventinglhe jarring or jolting from 
dietnrbing their pitch-line or injuriously af- 
fecting their action. 

In carryiug .out my invention, the main 
truck-wheel axW is carried by aiid forms part 
of a vibratory axle-link, which is capable of 
movement on the axis of the driviug-shaft as a 
center, aud has its free end supported in guides 
on the boiler or body of the traction-engine, 
which prevent it from moving laterally, but 
allow it to move up and dowu. The driving- 
shaft is supported in a sleeve, which furnishes 
a bearrng-for it, and- the axle-links are burg, 
on this sleeve instead of on the rotary driving- 
shaft, thus removing all strain from the latter 
By reason of this mode of hanging the main 
truck-wheel axles 1 am enabled to nse springs 
between the truck-wheels and engine, for the 
purpose of preventing the transmission of the 
jar? and jolts to the body of the engine. These 
springs I connect to the upper guide-brackets 
of the axle-links and arrange the connecting 
mechanism between the springsand tbe truck- 
wheels in Mich manner that it can accommo- 



date itself to the varying movements of the" 
wheels. 

1. The combination, with the driving-shaft 
and traction or main truck wheel geared there- 
to, ot a wheel-carrying axle capable of vibra- 
tory up-and-down movement on the axis of the 
driving-shaftasacenter, and supported against 
lateral movement or movement in the direction 
of its length, substantially as hereinbefore set 
forth. 

2. Tbe combination of two independently- 
driven traction or main traction wheels, and a 
driviug-shaft mounted on the engine or boiler 
structure, and geared to said wheels, ot two 
independent wheel-supporting axles, each con- 
structed and arranged to have independent 
vibratory movement npon the axis of the driv- 
ing-shaft as a center, substantially as herein- 
before set forth. 

3. Thecombination, substantially as herein- 
jjefore set forth, of the driving-shaft, the trock- 
n heels geared thereto, the axle-links provided 
with wheel-snpporting axles, and hung bo as 
'0 be capable of vibration upon thfl axis of the 
driving-shaft as a center, T>ndmea,n9, substau- 
tiallyas described, whereby said links are pre- 
vented from lateral movement. 

4. The combination, substantially as herein- 
before set forth, of the driving-shaft, the bear- 
ing-sleeve inclosing thesame, the truck-wheels, 
and tbe vibratory axle-links, provided with 
wheel -supporting axles, and mounted upon 
said sleeve concentrically with the driving- 
shaft. 

5. The vibratory axle-links mounted so as 
to move upon the axis of the driving-shaft as 
a center, and provided above and below their 
axle -carrying ends with extensions,,as de- 
scribed, in combination with guide- brackets 
attached to the boiler or engine structure, and 
adapted to receive and support said, exten- 
siou>i, substantially as hereinbefore s;t forth. 

C. The combination of the driving-shaft, the 
truck-wheels, their axles vibrating upon the 
axis of the driving-shaft as a center and sup- 
ported against lateral movement, and bearing- 
springs interposed between tbe axles and the 
boiler-structure, substantially as and'for the 
purposes hereinbefore set forth. 

7. The combination of the vibratory axle- 
links, tbe truck-wheels mounted thereon, the 
guide-brackets, the bearing-springs carried by 
the npper brackets, and the connecting rods or 
bolts mounted on the axle-links and extending 
through the ca^us which cootain the bearing- 
springs, snbstauiially as and for thepnrposef 
hereinbefnvpi set forth. 

268,643. JOHN H. ELWARD, StiU- 

water, Minn. Traction-Engine. Filed. 

Aug. 24, 1881. Patented Dec. 5, 1882. 

(No m(>iel.) 

Tbe brake, it will be seen, is so sitaated as 
to come in contact with tho wheel at a point 
between the highest aud the lowest points of 
its periphery. By this arrangement I avoid 
all interference with tbe belt or band that may 
be used npou the wheel when thrashing' or 
using the engine for other purposes while sta- 
tionary, the legs or strands of tbe belt passing 
out of contact with the wbe^el at tbe highest 
and lowest points of its periphery, aud I can 
stop tbe motion of the band itself. 

lam aware that friction -clutches have been 
heretofore used directi}' on the main shaft; 
bnl; when so arranged-<hey cannot be ntilized 
in eonjnuction with the reversing mecbaoislif 
to effect the same purposes that I can accom- 
plish by first having, a series of gear-wheels 
or their equivalents driveu by the main shaft, 
parts of said gears being used to reverse, and 
then interposing a friction-clntch between the 
reversing mechanism and tb'e tfactioii-wheels. 
If the machine should be in motion nnder such 
circumstances that it bec^imes necessary to 
employgreat force in stopping it, I. can bring 
a great braking-power into play by the de- 
vice:^ shown. The clutch can be quickly 
thrown out, the gear-wheels reversed, and the 
clutch then brought back into engagement 
with the gearing either gradually or quickly. 
If gradually, the clutch-faces will operate as e 
.powerful friction-brake to overcome tho mo 
mentum of the machine upon tiie ground- 
wheels and bring said wheels speedily to a 
stop, and after being thus utilized as a brake 
the clntch-faces may be brought into complete 
eugagement aud tbe reverse motion of tbe 
gearing be commuiiicateu to the traction- 
wheels in the direction opposite to that in 
which they were moviug Just before tbe fric-- 
tion-faces were used as a brake. 

1. Jn a traction-engine, the combination of 
the traction-wheels, the main engine-shaft, the 
train or series of gearing-wheels driven by 
said shaft, tbe mechanism separable from said 
train or scries of wheels for driving the trac- 
tion-wheels, and the friotion-clutoh interposed 
between said traction driving mecbanisrn, and 
the train of wheels operated by the shaft,. as 
and for the ourpospj" "et, forth- 



TRACTION ENGINES. 



605 



2. In a traotion-eoftioe, the combination of 
the tractioD-wheels, the main engine-shaft, the 
train or series of gear-wheels driven by said 
shaff, the meabs for reversing the direction of 
the last wlieel of the train or series, and the 
friction-clutch between themecbanismfordriv- 
ing the- traction -wheels, and the rever^i^Ie 
wheel, substautially as and for the piirpuses 
set fortli. 

3. In a tractioD-engine, the cor»bination 'of 
the traction-wheels, the engiue-shaff,'tbe train 
or series of gear-wheels driven by said shaft, 
the chain-wheel M* for driving the traction 
wheels, the means for reversing said chain- 
wheel, and the friction-clutch interposed be- 
tween the reversing mechanism and the chain- 
wheel, substantially as and for the purposes 
set forth. 

4. The combination, wlth^^the chain-wheel 
M^, the wheel j\P, and the iutermediale mech- 
anism for driving the chain-wheel, of theahalt 
F, situated centrally within s lid chain-wheel, 
the journals F', attache,d to Raid abaft eccen- 
trically, and the shifting mechaniaih. for roll- 
ing the shaft F on said eccentric joornala, snb- 
stantially as set forth. 

5. The combination, in a traction-engine, 
with the chain K'arid the shifting gear-wheel 
M' M\ of the sprocket-wheel M*, loosely sup- 
ported by said wheel M' M^ and mechanism, 
substantially such as described, for forcing 
the sprocket-wheel into frictional engagement 
with the said wheel M' M^, as set forhh 

288,808. FRANK F. LANDIS, Waynes- 
borough, Pa. Traction-Engine. Filed 
June 27, 1882. Patented Dec. 12, 1882 
(No model.) 

1. A cast-metal frame for a traction-engine, 
cousistingof the flanges Rand It', terminating 
in bodies of raetiil L nnd T/. substantially as 
shown and described. 

2. A cast-metal frame for a traction-engine 
consistiug of the flanges K and K' and bodies 
L and L', provided with tnbniarspring-seatsi 
and I, substantially as shown and described. 

X The combination, substautially as set 
forth, of the axle N, bodies L and L', spindles 
j\I and M', and suitable straps for holding the 
axle, all 'aj-ranged and operating to produce 
an opeii space between the bodies L and L' for 
the reception of the tire-box. 

4. The combination, substantially as set 
forth, of .the tubular spring-seat I and spring 
J with the cap F, tube H, aqd bolt (!. 

5. The conibiimlion of the frame consisting 
of the bodies L and I/, ilanges K and li', witl 
the shaft (J, compensation-gear U', jiinionsV 
and Y'; and driving gear-wheels W and W', 
substantially as sltown and described. 

G. The metal plates D, having laterally-ex- 
tending arms E, in combination with spring- 
seats i, spring J, cap F, tube H, and bolt G, 
sobstatitially as and forthe purpose shuwn and 
described. 

7." The hub of the driving-wheel having an 
annular fiange, g, and flanges I, extending in 
from the fJange g and forming pockets for re- 
ceiving the rubber blocks e and pulliug-lugsof 
the driving gear-wheel, in combination with 
the driving gear-wheel, having pulling-lngs 
fitting in between the rubber blocks in the 
pockets of the hob, said driving gear-wheel be- 
ing secured to the hub by the bolts A, working 
in Blots i, substantially as and for the purpose 
shown and described. 

8. The box s for supporting the front end of 
a traction-engine, resting upon the trunnions 
V w of the sleeve x-, surrounding the axle «, 
substantially as shown and described. 

9. A box, 5, having bearings for trunnions 
and cap r, in combination with sleeve a;, inclos- 
ing the axle z and having trnnnlons v to cast 
on said sleeve, whereby a vertical play of the 
ends of the axle is allowed, substantially as 
and fo? the purpose shown and described. 

10- A box. s, having the cylindricalspring- 
ease &',8pring_;. flanged saddle j-', inclosing the 
top of spring J and depressed in the middle to 
center the pin/', in combination with thecap 
d' and pin/', set ifa said cap, substantially as 
shown and described. 

11. A box, «, in combination with a sleeve, 
X, provided with trunnions y ip,acap,r, abolt, 
t, and the end of the reach, substantially as 
sho'rt'n and described. 

12. A sleeve or cap, a^, surrounding the front 
axle of a traction-engine, fastened to said axle 
by the screws n', and cast with truunions v w, 
substantially as shown and described. 

269,496. BENHARD YOCH, St. Louis, 
Mo. Traction-Engine. Filed July 31, 
1882. Patented Dec. 19, 1882. (No mod- 
el.^ 

My impro'.euienc relates to a portauie en- 
gine for driving machinery, and which has ca- 
pacity, in itself lor moving from place to place 
and for use as a traction-engine. 

The first part of my improvement consists in 
.making the bodv ol the engine adjnslable ver- 



tically upon the axle of the main wlieels, anil 
placing upon the crank-shaft friction-wheels 
that may be brought in contact with the main 
supporting-wheels to ttirn them. 

My improvement also consists in the inser- 
tion of a cushion betwee;. these wheels and the 
crank-shafr, and driving the wheels by means 
of a crauk-acd-link connection wiib Ihe shaft, 
so as to allow the compression of the cushion. 

My improvement also consists in the de- 
scribed means for adjusting the position of the 
crank-shaft. 

My improvement also consists in combining 
with the crank-shaft a windlass and cog-gear, 
by, which the engine may be used when at rest 
to draw forward a wagon or othep object-, and 
the described means lorthrowing the same in 
and out of gear. 

1. A portable or road engine having its rear 
portion vertically adjustable to adapt it to be 

'supported either on the axle of or on the to[> 
of the main wheels, as set forth. 

2. In a portable or road engine, the frame 
E, vertically adjustable on the main wheels to 
sup[)ort the rear portion of the engine either 
on t,heaxleo£or on the ton of the main wheels, 
as set forth. 

3. Th" combination, with the wheels R and 
A, and (rame E, and axle D, of the jack-screw.s 
G, turning in the frame and bearing upou the 
sliding axle-bearing F, subsUntially as and 
for the purpose set forth. 

4. The combination, with frame E. main 
wheels A, and axles D, of the levers H, each 
having rock-slijift K, provided with pawls I 
and J, toe L, and spring M, the jack-screw (J, 
and ratchet-collais V nnd J', the said lever.s 
adapted to raise and h»wer the jack-screws by 
the engagement of the pawls with the ratchet- 
coilarp, as set forth. 

5. The combination, in a portable or road 
engine, of the engine crank-shafr, spur-wheel 
U thereon, arbor X, windlass W, haviug ro- 
tary and endwise movement on the arbop-, spur- 
wheel V on the windlass, arbors or rods a, and 
pulleys Y Z on the said arbors or rods, snb 
stautially as and\for the purpose set forth. 

G. The combination, with the shaft P-and 
the friction-wbeel It, of the rubber cushion 11', 
and crauk S', and link S, substantially as and 
for the purpose set forth. 

7. Thq combination of a drivinrg or driven 
shaft, and a wheel or pulley thereon, a cush- 
ion interposed between the shaft and wheel, 
and a driving-connection between the shaft 
and wheel, allowing the compression of the 
C,ushion, 

270,999. EDWARD J. TAYLOR, Alas- 
ka, W. Va.. and CHARLES L. PAG- 
ENHART, Boyceville, Va.; said Pagen- 
hart assignor to said Taylor. Road- 
Engine. Filed Dec. 4, 1882. Patented 
Jan. 23. 1883. (No model.) 
The object of the invention is to arrange the 
mechanism so that the boiler can be adjusted 
easily or balanced while the machinery is at 
work without in any way interfering with the 
action of the latter, and without having the 
ease of adjustment affected by the pressure of 
the moving machinery. 

The invention consists primarily in a road- 
engine haviug its boiler suspended within its 
frame by trunnions and having the driving- 
shaft passing in such trunnions, and, in com 
binationtherewith, positive means for adjust- 
ing or balancing the boiler, 

1. lu a road-engine, the supporting-frame 
provided with bearings, in combination with 
the boiler within the frame, and provided with 
hollow trannions, and the driving-shaft pass- 
ing within said trunnions, the latter resting 
within the frame- bearings, and these support- 
ing the whole weight, as set forth. 

2. In a road-engine,- ah oscillatory boiler 
provided with hollow truhbions, in combina- 
tion with thedriving-shaft passingwithin such 
trunnions, a3 set forth. 

3, The frame, A having bearings d^, in coinv- 
binatiou wif^ the boiler F, provided with the 
hollow trannions E, and the shaft H, passing 
within said, trannions, as set forth. 

4, The oscillatory boiler F, provided wlih 
the bracket, w', and the hollow trunuions E, 
the driving-shaft H, passing within said trun- 
nions, and the frame A, having the lug vt, in 
combination with the rod !N, all constructed 
and arranged as and for the purpose set forth 

271,343. PHILOLOGUS H. LOUD, 

Williston, S. C. Traction-Engine. Filed 

July 28, 1882. Patented Jan. 30, 1883. 

(No model.) 

When the engine is traveling from place to 
place, and is in the act of taming a corner or 
travelingin a curve,one road-wheel is disposed 
to travel more slowly than the other, or,if the 
turn be an abrupt one, to stand still or to tarn 
in a backward direction. When the road- 
wheels are fixedly attached to the same axle 
■both wheels must revclve together. It is ob 



"vious that my invention permits the driving" 
spur-wheelof either 01 both road-wheels to bo 
thrown out of or into gear wilh the spur- 
wheels of the driving-shaft at pleasure, and 
thus, when desired, each road-wheel may re- 
volve independently of the othpr. 

1. In a traction-engine, a divided axle, J, 
having fixedly attached to one extremity a 
road-wheel, L, and to the other extremity there- 
of a spur-wheel, F, in combination- with the 
driving-shaft B of the engine, provided with 
a spur-wheel, K, longitudinally adjustable up- 
on said shaft, as and foe the purpose specified. 

L*. In a traction-engine, in combination, the 
divided axle J, provided with the road-wheel 
Land the spur-wheel F, attached rigidly to 
the respective extrejuities thereof, thedriving- 
shaft D, provided with the pinion K, feathered 
thereon, the shifting-link S, and lever IT, as 
and for the purpose specified. 

271,464. EDWARD HUBER, Marion, 
Ohio, Traction-Engine. Filed Jan. 3, 
1882. Patented Jan. 30, 1883. (No mod- 
el.) 

.My invention relates to certain special im- 
provements in traction or road engines, and 
has especial reference to the three foUowiirg 
l)oints or features, viz: first, to constructing 
the gearing which communicates rotary mo-, 
tionto the driving-wheels in such manner that 
it will be compensating; secondly, to pro- 
ducing peculiar means whereby said gearing 
may be instantly rendered non-compensating ; 
and, thirdly, to constructing the peripheries 
of the driving arid snpportiug wheels in such 
manner as to make them operate successfully 
on both hard and soft grounJ, and to prevent 
lateral slipping when traveling on hill-sides, or 
roads inclining from the center to the sides, 
each of which several features will be herein- 
after more specitically pointed out. 

1. The combination, in a compensating-geai:» 
of a loosely-mounted main driving gear-wheel 
having diametrically - disposed systems of 
gears journaled thereto near its peiiphery, 
each system consisting of two intermeshing 
pinions on one side and a single pinion on the 
other, with a gear-wheel made integral with 
the driving-wheel and meshing with one pin- 
ion of each system on one side thereof, and a 
gear-wheel fixed to the axle and meshing with 
both pinionson the opposite sideof thedriving- 
gear, "substantially as shown and. described. 

2. The combination of the flanges, their pin- 
ions D^ and E^, with the aunnli, and means 
for shifting the some and producing the non- 
compensating gear, substantially as described. 

3. For a traction-engine, a main driving- 
wheel, the rim thereof composed ot two diam- 
eters having transverse ribs or x)rojections, and 
openings through that portion of the rim of 
smallest diameter, substantially as described 

4. A wheel for traction-engines having the 
periphery of its rim of unequal diameter, the 
larger circumference being provided, with 
spaced i)rojections of a broad, flat form, and 
the smaller diameter with space<l projections 
of a narrower and thicker form, substantially 
as shown and described. 

272,447. DAVID LIPPY and JACOB 
HUGHES, Mansfield, Ohio. Traction- 
Engine. Filed Oct. 14, 1882. 'Patented 
Feb. 20. 1883. (No model.) 
Our invention relates to improvements in 
traction-engines, the object of the same being 
to provide means for keeping the treads of the 
driving-wheels free of dirt when the machine 
' is in motion. 

A further object of our invcrition is to pro- 
vide means whereby an increased amount of 
power is imparted to the driving-wheels, when 
the engine is traveling over uneven or muddy 
roads, without decreasing the speed of the 
driving-shaft. 

With these ends in vie.w our invention'con- 
sists, first, in the combmation, with the driv- 
ing-wheelsof a tractiou-engine.'of a scraper 
adapted to bear thereon and remove adhering 
mud,/ 

Our invention farther consists in the Com- 
bination, with thedriviug-wheelehavingspnra 
or friction-blocks thereon, of yielding scrapers 
adapted to remove adhering mud from between 
the said spurs or blocks. 

Our invention farther consists in the cooi- 
bination, with the driving-shaft and driving- 
wheel, of interchangeable gear-wheels, b\ 
Tieansof which an Increase of power i§ impart 
ed to the driving-wheel without affecting the 
speed of the driving-shaft. 

Oar-invention further consists in certain de- 
tails in construction audcombinatiousof parts, 
as will be more fully describedj and pointed out 
jn the claims. 

1. luatractiou-engine,thecombiuation,with 
one of the traction-wheels, provided with a - 
driving-gear, a pinion meshing with said driv- 
ing-gear, and a crank-shaft located over the 
boiler, of a combined high and low speed train - 



606 



TRACTION ENGINES 



of geuriug mtuHted ac one side df'the boiler, 
and arranged to traDsmit tbe power of the en- 
gine to tbe traction-'fffaeels, two of the gears 
of said train being mounted on a counter-Hhaft 
and adapted to be laterally adjusted thereon, 
substfiutially as set forth. 

2. InatractioD-engiDe,thecom'bination,witli 
one of the ground or traclioi: wheels, provided 
with a driving-gear and an engine crauU-shaft, 
the latter being located over the boiler and 
having a pinion secured thereto, of-a connter- 
ahaft located at the side of the boiler, and pro- 
vided with two ditteront size gear-wheels se- 
cured to an adjustable hnb or sleeve, and an- 
other coai»ier-shatt located at the side of tbe 
boiler antl provided with two different size 
gear-wheels, said gear-wheels and pinions be- 
ing constructed and arranged at the side of 
the boiler and adapted to be adjusted for high 
or low speed, substantially as set forth. 

3. In a tiaction-engiue, the combination, with 
a traction-wheel provided with friction-blocks, 
of a pivoted scraper arranged to engage the 
treadoftlietraction-wheel between the friction- 
blocks, and to ride over the blocks and to re- 
move the mud therefrom, and a spring for re- 
taining the scraper iu engagement with the 
tread and friction blocks, substaiitially as set 
forth. 

4. In atractiou-engine,thecouibinutiou,with 
a traction-wheel provided with friction-blocks, 
of a .Yielding pivoted scraper arranged to en- 
gage the tread of the wbeel and tbe friction- 
blocks and remove the mad therefrom, and 
devices for retaining the scraper out of en- 
gagement with the traction- wheel,substantially 
lis set forth. , 

6. In atractionengine, the combination, with 
a traction-wheel, of a laterally-adjustable ro- 
tary scraper, substantially as set forth. 

G. In a traction-engine, the combination, with 
a traction- wheel, of a laterally-adjustable ro- 
tary scraper, and devices for retaining it in or 
out of engagement with the trac''ion-wheel, 
snbstantially as set forth. 

272,670. JOHN H. ELWARD. Still- 
water, Minn. Traction-Engine. Filed 
Dec. 21, 1880. Patented Feb. 20, 1883. 
CNo model.) 

The object of this invention is to so construct 
a traction-engine that it can be readily started 
after it has come to rest in the position occu- 
pied by it while iu the operation of turning. 

To this end it consists in the combination, 
with a coinpcnsating-gear which permits tiie 
power to be applied by both driving-wheels 
equally, of a tiietion-clutcb wbieb permits the 
speed and power of the engine to be raised to 
the utmosti before connecting the engine with 
the driving-wheel. 

I am aw^ire that it is not new to apply power 
from I beengine to independently-moving trac- 
tion wheels through the medium o( acom^en- 
sating-gear,acUitcli,and africti'm-connection 
betwei-n one member ot said i:liitch.and ashaft 
upon which the triction-eonnection is mount- 
ed; but in such jmor eonstruclion the clutch 
was provided with interlocking faces or proj.c- 
tious which rendered it impossible to onBrar*» 
the mech.:nifim in the same manner as mine is 
capable of being operated or of producing the 
same results. 

What I claim is — 

In a traction-engine, the combination of the 
following elements, namely: two supporting 
iind driving n- heels which can rotate independ- 
ently of each other, u cumpensating-geanng 
through which power may be applied *to both 
driving-wheels equally when they are rotating 
at different speeds, a driving-engine, and a 
frictionclotch mechanism interposed between 
the driving-engine and thecompensating-gear- 
ing mechanism, whereby the engine m;iy be put 
into full motion and its momentnm then trans- 
ferred equally to both driving-wheels, substan- 
tially as set forth. 

272,743. CHARLES G. MONNOT, 

Canton, Ohio. Traction-Engine. Filed 
Oct. 4, 1882. Patented Feb. 20, 1883. 
CNo model.) 

1. In a trHction-engine, the combination of 
a boiler provided with an open-ended vertical 
tube arranged between the flues of the boiler, 
an engine mounted upon the boiler, a vertical 
shaft within the vertical tube and connected 
to the engine at its upper end, and gearing 
connecting the lower end of the shafB to tht 
traction-wheel, sobstantially as set forth. 

2. In a traction-engine, the combination ol 
an axle adapted to vibrate iu a horizonta) 
plane, a compensating-gear mounted upon 
said axle, and a vertical sha,ft connecting the 
conipensuting-gear with thecralik-sbaft of the 
engine, substantially as set forth. 

3. in a traction-engine, the combination of 
acompens«tiiig-gfar mounted centrally on the 
front axle, and mechanism for shifting the po- 
sition of the asle to change the direciion of 
tbe movement of the engine, substantially as 



set fiirtb. 

4. Inatraction-engiue, thecombination, with 
tbe front axle, the tilth-wheel L L', and the 
crank-shalt,oftbeiuterposedgearingand mech- 
anism for moving the idlers into and out of 
gear, mibstantially as set forth. 

6. The combination, with the flfth-wbeel, of 
the tripping-spurs or stops, adapted to engage 
with the bhifting lever O, substantially as set 
forth. 

6. Ina traction-engine, the combination, with 
the rear axle, of toothed segments upon oppo- 
site sMfS of the boiler, the horizontal shait 
mounterl in rear of the boiler and carrying pin- 
ions which mesh with the tuotbed segments, 
and mechani>m for actuating the same lor rais- 
ing and lowering the rear end of the boiler, 
substau!iaU> as set torth. 

7. In a traction-engine, thecombination, with 
tlift r«ar axle, of tnothed eegmeuts arranged 
upon opposite sidesof tbe boiler, a shaft nirmnt- 
td in rear of tbe hollar and carrying pinions 
which mesh with the segments, airl a sliding 
horizontal shaft connecting ciie jiinions with 
a iiriving-geaiing at the front of the engine, 
substantially as set forth. 

8. In atractioii-en^iiiie, thecombination, with 
a propelling-wheel ami the wheel M', for actu- 
ating tbe claws, of a set-screw and spring, 
whereby a yelding ailjiistmeiit of said wbeel 
M' may be effected, substantially as set forth. 

9. in a traction engine, the com binai ion, with 
the crank shaft, of the vertical shaft, two pni- 
joua upon the crank-shaft, a clutch mechanism 
adapteil to connect said pinions alternately 
with the cian k-shafr, two concentric hortZ'intal 
ge.irs meshing with the pinions on tho crank- 
«liaft, a power-wheel arranged below the con- 
centric gears, and a yielding connection inter- 
posed between tho concentric gears and the 
power-wheel, substantially us set forth. 

273,396. WILLIAM N. RUMELY, La 

Porte, Ind. Road-Engine. Filed Dec. 

22, 1882. Patented Mar. 6, 1883. (No 

model.) 

Mi' invention relates to improvements in tho 
running-gearof a traction-engine; and theob- 
ject of my inventi(m is to produce a simple, 
substantial, and efiBcieut cushioning device for 
the forward end of tbe boiler. 

In tra'ction and similar engines it is desir- 
able to have the boiler and all machinery at- 
tached thereto relieved of shocks, occasioned 
by jostling where such engines are driven over 
rough roads. 

1. The combination of tbe half- elliptical 
spring s s with the king-bolt B and the axle 
A, snbstantially as shown and described. 

2. The combination of the half -elliptical 
spring 8 8 with tbe king-bolt B, the axle A, and 
the stay-rod r, all substantially as shown and 
described. 

3. The combination of the half -elliptical 
spiings* with theking-bo1tB,theaxle A, tbe 
king-bolt brace fc, the casting ?h, the clips o c, 
and the stay-rod r, all substantially as abowa 
and described. 

273.978. ABRAHAM O. FRICK and 
WILLIAM H. SNYDER, Waynesbor- 
ough, Pa. Road-Engine. Filed Jan. 25, 
1883. Patented Mar. 13, 1883. (No mod- 
el.) 

Our invention relates to certain improve- 
ments in portable engines, which are applica- 
ble to allengines of tho portable class, whether 
the same be self-propelling engines or monn ted 
engines, which are designed to be transported 
by a team. 

Our invention has reference to the manner 
of mounting the boiler upou the running- gears, 
and its object is mainly to relieve tlie boiler- 
plates of the strain at the rivets which con- 
nect the boiler to the spring-boxes j and to 
this end it consistsin passing beneath the rear 
end of the boiler one or mure stirrup-rods, 
which carry the weight of the rear end of the 
boiler, which stirrup -rods are connected at 
their ends to a cap which rests aboye tbe 
springs in the spring-boses, which springs are 
mounted upon the top of the axle, on each side, 
and which boxes are fastened to the boiler- 
plates, and servo to guide and hold the boiler 
in its vertical oscillations on the axle. 

Our invention also consists iu means for 
locking the boiler, 80 as to preclude tbe action 
of the springs when the engine is stationary 
on its wheels and at work, and also in tbe 
means for mounting tho forward end of the 
boiler, as will be hereinafter fully described. 

1. The stirrup-rod passing under and sup- 
porting the boiler, combined with supporting- 
springs arranged bet'veen the endsof said rods 
and the axle, substantially as described. 

2. The stirrup-rod passing under aiid sup- 
porting the boiler, combined with a box or 
casting fixed to the side of the boiler, and a 

spring arranged in the box or casting beneath 
the stirrup-rod, so as to carry the strain of the. 



boiler, substantially as described. 

3. The box D, having chamber a for the 
springjcombiued with the «tirrup-rod support- 
ing the boiler, a cap connecting to tho ends of 
the stirrup-rods, and spring bearing npwardly 
against said cap and downwardly upon the 
axle, as shown and described. 

4. Tbe combination, with tbe axle and the 
spring-supported body of a portable engine, 
of a horizontal binding-screw for locking tbe 
body rigid to the axle, the said screV being 
provided with a weighted or gravitating bead, 
as described. 

5. The box D, having spring-chamber a, 
downwardly-extending wallsf/i/, and bolt/i,Ju 
combination with tbe axle, the spring &, the 
cap, and the stirrup-rods, substantially as 
shown and described. • ^ 

C. In a portable engine, the combination, 
with the axle and a box'or chamber connected 
' to th(4 boiler, and having a spring-connection 
with the axle, of a binding-screw or locking 
device for preventing the resilient action ol 
the springs, as set forth. 

7. The combination, with tbe boiler having 
plate G," with undercut segmental flanges n n 
and central hole,7n,of the yoke H, having logs 
o and boss p, the bolt J, hollow casting I, 
springs K, and collars L, snbstantially as shown 
and described. 

274,024. FRANKLIN D. PIERCE, Buf- 
falo, N. y. Road-Engine. Filed Nov. 
24, 1882. Patented Mar. 13, 1883. (No 
model. ^ 

My invention relates to improvements in lo- 
comotives or traction-engines for running on 
common roads or on rails to draw plows or for 
other porposes, and which may, with slight 
changes, be employed as afixed motor todrive 
agricnltural or other machinery. 

With somemodificationsinconstruction and 
in the arrangement of the driving mechanism 
the machine may also be used for transporting 
passengers and freight. 

Tbe nature of tbe invention consists mainly 
in the construction and arrangement of the 
driving mechanism, whereby the inner wbeel 
may be thrown out of gear in rounding acurve, 
and in tbe combination of said driving mech- 
anism with tbe supporting-fram.e, rear springs, 
rear axle, and the guides for said axlei where- 
by the said axle is per;mitted to move in a ver- 
tical direction either toward or from the said 
supporting-frame as far as the said springs will _ 
permit it; without interfering with the trans- 
mission of i»ower to the drive-wheels. 

It further consists in the construction and 
arrangement of tbe steering mechanism. 

1. In a road-locomotive, tbe combination of 
the hand-wheel K, tbe horizontal shaft fc, work- 
ingin bearings 1i' and A-^, the bevel-wheels m and 
M, and the vertical shaft m', working in bear- 
ings At* and w^, and provided at its lower end 
with a chain-wheel, N, substantially as herein 
set forth, for the purpose specified. 

2. In a road -locomotive, the combination," 
(vith an engine crank-shaft, c, of a pulley, c*, 
3k belt,c^, pnlleysc* and D' D', placed on a shaft, 
U, working in bearings d d, tbe belts (P d',the 
tight pulleys E E, and the loose pulleys E' E', 
placed on the shafts e e, all constructed and op- 
erating substantially as herein set forth, for 
the purpose specified. 

3. In a road-locomotive, in combination, the 
pulley e', placed rigidly on the crank-shaft c, 
the belt c^, the pulleys c* and D' D', rigidly 
secured on the shaft l5, the belts d^ d^^ the pul- 
leys E E, the shafts e e, the sprocket-wheels F 
F, the chains//, and tho sprocket-wheels G G, 
snbstantially as herein set forth. 

4. In a road -locomotive, in combination with 
the rectangalar supporting-frame A, the shafts 
1c and m', the bevel-wheels m and M, the chain- 
wheel N, the fifth-wheel N', the frame «, and 
the spriugs 7i^, substantially as shown and de- 
scribed. 

276,279. WILLIAM H. SNYDER and 
ABRAHAM O. FRICK, Waynesborough, 
Pa. Traction-Engine. Filed Jan. 25, 
1883. Patented Apr. 3, 1883. (No mod- 
el.") 

In traction-engines it is desirable to have the 
two main-wheels driven independently, si»>that 
the inner wheel in turning a curve may be sta- 
tionary, or nearly so, while the outer \vheel is 
rounding tbe larger curve, and for tills pur- 
pose it is customary to emploj' a compensat- 
ing-genr consisting of two bevel-wheels on the 
nxle, facing each other, one of which la con- 
nected to one of the main wheels, and the other 
of which is connected to the axle which is rigid 
with the other main wheel, and between which 
bevel-wheels is arranged a loose gear-wheel 
receiving motion from the engine and bearing., 
bevel-pinions which mesh with the bevel-wheels 
on each side of the same. With this construe- 
tion of compensating-gear it sometimes hap- 
pens that one main wheel will get in a mnd- 
liolo or upon a sandy or sot> fnimdation whiM 



-TRACTION ENGINES. 



607 



"tlie other wheel is on hard grouml. In snch 
cnse the wheel that is on hard gronijd will be- 
come stationary, and the wheel whicTi is on 
soft ground will spin aronnd at high velocity. 
nil the power of the engine being lost in the 
movement of this wheel. 

The object of our invention is to prevent 
this contingency; and to this end it consists in 
a peculiar construction of device whereby the 
loose wheel is rigidly looked to the axle, so 
that in such case the power of the engine can- 
not lu'-coine diverted to one v/heel, bnt both 
wheels are rotated together, and the wheel 
which is on hard ground is made efFective for 
drawing- the ongiuo out. 

1. Tlie Timibination of the axle A, havin^i 
aiMi ff, the loose wheel U. luiviny boll c and 
lever ». and the compensating niechani.^m D 
K F fJ,anl>stantiaUy as shown and duscri'*cil. 

2. Thecnnibinution, uith theii'cio A, having 
arm c(,orthe wheel B,h:ivinecored:ind notched 
hub hf with slot^, the boItV. and Icv^r f.hav 
ing sprlnp--.seatedcap(', Mirh prnjectioin'i.snb 
stanlially as shown and dcsorH>ed. 

276,948. WILLIAM WILKINSON, Wi- 

gan, England. Tramway-Locomotive. 

Filed May 18, 1882. Patented May 1, 

1883. (No model.) Patented in Englana 

Oct. 1, 1881, No. 4,268. 

The general object of my invention is to ef- 
fect a combination of mechanical contrivances 
in a tramway-locomotive whereby the steam- 
motor shall be rendered less an object of ter- 
ror to timid persons and animals in the streets 
of cities. 

1. The combination, in a tramway-locomo- 
tive, of chambers or jackets Attached to the 
boiler, pipes conducting esca75c-8team thereto, 
find pipes leading down the uptake or funnel 
into another vessel placed in the furnace, im- 
mediately at the foot of iGe uptake, to expose 
the escaping steam to the direct heat of the 
furnace for drying and superheating it before 
its escape into the air to render it invisible, 
substantially da herein specified. 

2. The combination, in a tramway-locomo- 
tive, of chambers or jackets: attached to the 
boiler, pipes conducting escape-steam thereto, 
and pipes leadiugfromsaid chambers or jackets 
to anotlier chamber, within which the steam 
is expanded a second time before it escapes, 
substantially^ as herein speciSed, to reduce the 
noise of escaping steam. 

3. The combination, in a tramway-locomo- 
tive, of chambers of jackets attached to the 
boiler, pipes leading from the waste-cocks of 
the »;ngine-cylinders thereto, and pipes lead- 
ing from said chambers or jackets to another 
chamber, within which the steam is expanded 
a second time before it escapes, substantially 
as hereisi specified, to prevent noise from 
escape Htsaid cylinder waste-cocks. 

4. The combination, in a tramway-locomo- 
fcive, of obambers or jackets attached to the 
boiler, pip^s conducting escape-steam and 
water thereto, and pipes leading from said 
chambers or jackets to a water-tight settling- 
tank, which collects the separated water, sub- 
stantially as herein specitied,as means for pre- 
venting the escape of water. 

277,784. IGNATIUS G. RIDER, WIL- 
LIAM H. SNYDER, and ABRAHAM 
O. FRIGK, Waynesborough, Pa. Trac- 
tton-Engine. Filed Jan. 25, 1883. Pat- 
ented May 15, 1883. (No model.) 
In the use of traction or road engines it is 
very desirableto have it geared so that it can 
operate with great power and little speed, or 
can be run at a higher speed when not much 
power is required. Thus, for instance, in trav- 
eling in onedirection the engine may be loaded, 
and when returning from its destination it 
may be unloaded. ^In the first instance it 
should be geared for power, and in the latter, 
to economize time, it may be geared for speed. 
Again, some parts of the road may be heavy 
and the rest good, and iusnch case an adapta- 
tion may be made of the gearing to suit these 
circumstances. 

Our invention consififs In the combination, 
with the two wheels of a traction-engine, of a 
compensatiug-gear which derives motion from 
the driving machinery and transmits it inde- 
pendently to each of the two wheels, whereby 
either or both wheels inay be driven, a lock- 
ing mechanism for holding rigid one of the 
wheels of the compensating-gears which trans- 
mit motion to one of ^id traction-wheels, and 
an adjustment whereby that traction -wheel 
may be released and allowed to run freely or 
passively independent of its driving mechan- 
ism, whereby the value of a compensating- 
eear in this class of machines is preserved for 
'tnruiug corners, &c., and whereby, also, the 
desired result of attaining two speeds for the 
■ traction-engine may be made available with 
very litile addition to tbe ordinary mechan- 
ism. 
In. defining the scope of our invention with 



"greater clearness, we would state that we are 
aware of the English Patent No. 134 of 1880, 
in which is shown aveloci^>ede having a triple 
arrangement of bevel • gears and locking a 
clutch device for giving two speeds to. the 
wheel from thesimple revolution of thecrank- 
shaft. The geiieric principle involved here is 
similar to that employed by us; but our or- 
ganization differs therefrom essentially iu the 
following respects: Thecompensating-gearas 
employed by us always coacts with two driv- 
iug-wheela, and has two fonctions: first, that 
of imparting independent motion to both 
wheels to permit the macliuo to turn corners; 
and, secondly, in giving the tw;o speeds, for 
which purpose it is necessary in our organiza- 
tion to make two adjustments — qamely, to 
lock one of the compeusating-gears, and then 
unlock the traction- wheel which is tributary 
to that gear. In the English patent the or- 
ganization disclosed shows bnt one wheel, and 
hence no such double function exists, as in our 
invention. While, therefore, we do not claim, 
broadly, the principle involved for imparting 
two speeds to a running- wheel, we are not 
aware that said jiriuciple has been applied to 
the two wheels of^ traction-engine for accom- 
plishing the two purposes aimed at by na, in 
which connection the compensating-gear co- 
acts with both traction- wheels, and a doable 
adjustment istec[uired fortbe increased speed. 
What we claim is — 

1. In a traction-engine, the combination, 
with its two traction- wheels, of a compensat- 
ing-gear for dividing and transmitting the 
power of the engine independently to each of 
the two traction- wheels, a locking device for 
holding one of the compensating-gears, and a 
releasing mechanism for disconnecting the 
traction- wheel tributary to that gear and per- 
mitting it to rnn passively, whereby the other 
traction -wheel is made, to double its speed, 
substantially as set forth. 

2. In a traction-engine, the combination of 
the main axle and its two traction or running 
wheels, both revolving loosely on the axle, a 
compensating mechanisin having one of its 
■gears connected to one of the ronningiWlieels 
and its other gear connected to the axle, and 
a single locking device ada{)ted to lock the 
flsle to the other running-wheel when thrown 
iu one direction, and when thrown in the other 
direction to disconnect the axle and j-unning- 
wheeland rigidly lock the axle to a stationary 
part of the frame-work, as and for the pnrpose 
described. 

3. The conlbination, with the axleof a trac- 
tion-engine, of the loose wheel C, the boss F, 
made rigid with the axle, the stationary bear- 
ing B', and the locking-bolt, adapted, as de- 
scribed, to lock tbe boas to the wheel, the boss 
to the stationlary bearing, or to disconnect the 
boss fropi both, as shown and described. 

4. I^be combination, "with the bevel-wheels 
D and 13', of the intermediate gear-wheel, E, 
bearing pinion <;, an<l having lips p p extend- 
ing over the edges of the gear-wheels D D', as 
and for the pnrpose described, 

278.154. LAFAYETTE LILLARD.Dix 
on, Cal. Traction-Engine. Filed Oct 
7,1882. PatentedMay22,1883. (Model.) 
,My invention relates to improveuieuts in 
stream traclion-engines in which each driving- 
wheel has two bearings, one of which is an 
axle attached to end of boiler, and th^ other 
bciiring is on anti-lriction rollers surrounding 
boiler; and (he objects of my improvements 
are, first, to provide strength with as little 
weight as possible; second, to afford facilities 
lor preventing flues from heating while out of 
wijter; third, to provide driving-wheels with 
surface sufficient to prevent them from sink- 
ing deep into the ground. I attain these ob- 
jects by the raechauisn^ illustrated in the Ac- 
companying drawiucs 

The combination, in a steam traction-engine, 
of an axle, X, attached to the end of boiler B,: 
and a driving-wheei, W, which has twobear- 
ings^viz., one on the, axle X, and the other 
bearing on the anti-friction rollers r r, which, 
surround the boiler B — all substantially asset 
forth. 

279,925. JOHN H. ELWARD, Polo, 

111., assignor to Mary Elward, same place. 
Traction-Engine. Filed Nov. 11, 1882. 
Patented June 26, 1883. fKo model.) 

1. In a traction-engine, the combluation, 
with a main engine-shaft and the traction de- 
vices, of the chain-wheel G, having tbe coni- 
cally-recessed bub G', tbe sliding toothed 
chitcb I, and the cone H, adapted to be held 
permanently against the conically - recessed 
part G and to be engaged by the toothed part 
I, substantially as set locth. 

2. The combination, with the main engine- 
shaft and the traction devices, of the chain- 
wheel G, having a conicaUy- recessed hubj G', 
the sliding clutch, toothed clutoh I, the cone 
H. the coiled spring J around the shaft, and 



the mechanism for withdi-awing the toothed 
clutch I fi-om the cone H, substantially as set 
forth. 

3. The combination, with a main engine- 
shaft and the traction devices, of the wheel G, 
having a conically-recessed hub, the sliding 
toothed clutch member I, the cone H, having 
toothed connection with the part I, and means, 
substantially as described, attached to the 
band-wheel or fly-wheel, for holding the cone 
H out of engagement with the concave part, 
as described. 

4. The combination, with the wheel G and 
the means for imparting rotation thereto by 
friction, of the divided bearing or suppoH N, 
having the separable and adjustable parts n n\ 
substantially as set forth. 

- 5. The combination^ with the wheel G and 
the means for imparting rotation thereto by 
fdctional engagement, of the support or bear- 
ing, arrang^ substantially as set forth, to 
hold it loosely and vertically. 

6. The combination,' with the wheel G, hav- 
ing a conically-recessed hub. G", the means for 
supporting said parts G G independently of 
the shaft, the cone H, and devices for connect- 
ing said cone with the wheel G, of the iiimble 
ff and plate or flange g, adapted to be forced 
into frictional contact with the inner side of 
the wheel G, snbsta-ntially as set forth. 

280,519. WILLIAM N. RUMELY, La 
Porte, Ind. Traction-Engine. FiledNov. 
13, 1882. Patented July 3, 1883. (No 
model.) 

My invention relates to improvements inthe 
construction of the frame-work for the gear- 
ing of a traction-engine; and the object of my 
invention is to ronstmct a cast bracket to be 
bolted to the boiler-shell, which will constitute 
:i pillow-block for the ci-ank-shaft, and also a 
bearing for an intermediate gear-wlieel, wliich 
is used to transmit motion from a pinion upon 
the crank-.shafl to the differential gearing, and 
which bracket shall take the place of a pillow- 
block bmckct and of otherand separate brack- 
ets for gear-wheels intermediate between the 
crank-shafl pinion and the differential gearing, 
andforthe following reasons: Where a number 
of small separate brackets (three or four, say) 
which support the bearings for gear-wheels 
intermediate between the crank-sliaft and the 
counter-shaft are bolted onto the side of the 
boiler-shell at from three (S) to six (6) inches 
apart., the base of any one bracket is necessarily 
small, and when severe strains come upon the 
gear-wheel of that bi-acket the force acting 
tends to twist or wrench off the bracket from 
the shell, and, since the transmission of power 
and of stresses throngh such a set of gearing 
tends to twist one bracket in one direction 
and the adjacent oue in an opposite direction, 
the tendency to distort the boiler-shell at points- 
between, any two such bearings is great, and in 
some cases these stresses are sufficient to 
wrench such^a small bracket from. the shell; 
bnt were but oue intermediate geai't wheel re- 
quired te ti-ansmit the motion of the crank- 
shaft pinion to the differential gear-wheel on 
the counter-shaft, and a continuous bracket 
used which could support the bearing for the 
intermediate gear-wheel and also constitute a 
pillow-block for the ci-ank -shaft, a base could 
be given this one bracket whifh would be 
large enough to cover so much shell-surface 
that it would make a .support for the pillow- 
block and for the intermediate gear-wheel, 
which would give much more rigidity to bear 
in^ for intenn'eaiare gear-wheels, and since 
the transmitted stresses of the wheel and the 
pinion would be transmitted through the 
bracket instead of thro'ugh theboiler-sheUthe 
larter would be relieved of all strains from 
forces traiismittedthroughthegearing. Since 
the eligines now in use have from two (2) to 
four (4) intermediategear- wheels and apiUow- 
block bracket, the use of a single continuous 

"bi-acket would dispense with from two (2) to 
four (4) brackets. Further, there will be 
fewer chances of erring in laying out work for 
erecting an engine than where several separ 
rate brackets are required. 

i. The cast "bracket (J, for a traction-engine, 
made so as to form in one casting a boss, I, in 
which to secure a stud, S, for a bearing for an 
intermediate gear-wheel. B.and a pillow-block. 

" b, for the crank-shall, aU sntjstantially as shown 
and described, and for the purpose set forth. 
2. The combination, "iti a single casting for a 
traction-engine, of a boss, I, in which to se- 
cure a stud. S, for a bearing for an intermedi- 
ate gear-wheel, B, T^-ith a pillow-block, b, for 
the crank-shaft, all substantiallyas shown and 
describe<l, and for the Durpose set forth. 

280,999. LOUIS E. BANDELIER.New 
Haven, Ind. Traction-Engine. Filed 
Apr. 14, 1883. Patented July 10, 1883. 
(No model.) 

1. The combination of the boiler, the front 



608 



TRACTION ENGINES. 



« 



wheels liaving inilependeut axles, with com- 
peiisating-gcar between, the horizontal gear- 
wheels I and J, with gimbal-jointed connec- 
tion, the Shalt H, with gear-wheels G and e, 
and the driving mechanism forthc rearwheels, 
substantially as shown and described. 

2. A compensating-gear having its interme- 
diate wheel, P, provided with two sets of gear- 
teeth, one set of which receive the power which 
moves it, and aft external series of teeth, (Z, on 
its side for transmitting motion to' another set 
of dri\4ng-wheels, snbstantially as described. 

3. The combination, with a boiler and an 
axle supporting the front end of the same, of 
a plate, P, having an elongated chamber ex- 
tending up into the smoke-box, a sleeve, Q, 
fitted therein, and a tie rod or link for hold- 
ing the boiler down upon the axle, as shown 
and described. 

i. The combination, with the driving mech- 
anism of a traction-engine and an axle throngh 
which the driving strain is transmitted, of a 
traction-whetd fixed rigidly on said axle and 
provided with radial spokes, and oblique or 
angular thrust-bi-aces S, arranged between the 
two rows of spokes of the wheel, substantially 
as and for the ourpose described. 

281,813. ALBERT O. WILLSON, Madi- 
son, Ga. Traction-Engine. Filed Nov. 
20, 1882. Patented July 24, 1883. (No 
model, t 

My improvements lelate to traction or road 
engines, the object being to provide for the ap- 
plication of increased power on ascending 
grades or otherwise when required, and also 
to provide for the convenient and ready turn- 
ing of- the engine in either direction. 

To these ends my iuvention consists in cer- 
tain features of mechauism whereby increased 
power can be applied to both wheels at once 
-or to either wheel, as hereinafter described 
and claimed. 

1." In tractiou-eugines, the combination of 
the driving-shaft d, the clutch-wheels D, pro- 
vided with adjnst,able clutches/, the driving- 
wheels B, the chains <■/, and arms li on the 
axles of the driving-wheels, substantially as 
shown and described. 

2. In traction-engines, the combination, 
with the driving-shaft, of the clutch-wheels 
D, provided with adjustable clutches /, am. 
carrying the driviug-fliains, substantially as 
described. 

,3. In ti-action-engines, the combination ol 
the pivoted frames k and tightening-wheels / 
; with the driving-chains //, substantially as 
and for the purpose set fortli. 

4. In traction - engines, the combination, 
with the traction-wlicd /, journaled adjnst- 
ablj' in liaugei'S ?', of the rod »', having a 
spring, II, acting upon the axle of the wheel 
?, snbstantially as and for tli(?> purpose set 
forth. 

5. The shaft u' and chain-wheels «, com- 
bined with the driving-chains •)(, pulleys !, and 
arms It, and clutch-wheels B, snbstantially as 
and for the ])urpose set forth. 

(j. In traction - engines, tlie combination, 
with the clutch-wheels D, provided with slid- 
ing clutches/, having arms/', of slide-bai-s</, 
curved wings tj, and holding-pins p, substan- 
tially as shown and described. 

7. In traction - engines, the slide - bai-s g, 
formed with wings */, and the slide r, com- 
liined with the cluteli-wheels J), provided 
Willi sliding clntches/ and holding-pins p, 
substantiidly as shown and described. 
■ ' 8. In traction-engines, the combination of 
the shaft s, the crank-arms if, and the links .«' 
with the slide r, substantially as shown and 
described. 

!). In traction-engines, the combination of 
the shaft s and cams I with the slide-bars (j, 
provided with rollers t', substantially as and 
for the purpose set forth. 

10. In traction-engines, the combination of 
the steering-post c, the shaft s, fitted for 
movement by the steeving-post,'the clutch- 
wlieels D, and mechanism, substantially as 
described, for expanding the clutches by the 
movement of the shaft .v, for the purpose set 
forth. 

282,197. NOAH JACKSPN, Grelton, 
Onio. Traction-Engine. Filed Apr. 2 
1883. Patented July 31, 1883. (No mod 
el.) 

In traction-engines, the post k, guide-wheel 
I, rollers n, and curved block o, combined to- 
gether and with the platform A, substantially 
as and for the purpose specified. 

282,944. RANSOM S. ANGELL, 
Moorhead, Minn. Traction - Engine. 

Filed Mar. 29, 1883. Patented Aug. 14, 

1883. (No model.) 

My invention, which I denominate the "self- 
adjusting circular track-laying engine," re 
lates to improvements in the class of trac 
tion or road eni;ines intended to draw loadsoi 



'Ordinary roads, or gangs of plows for prairie 
culture, or any analogous use, which produce 
or lay their own tracks, if also has relation 
to devices for communicating motion from the 
engine to the track or drive wheels by means 
to be hereinafter shown, and, further, to cer- 
tain devices for steering or directing the ma- 

■ 'chine, all which peculiarities of constructici 
and operation will l>e hereinafter fully set 
forth and described in the specification and 
ilra^vings. 

The boiler and engine, constructedandpro-- 
vided with the customary cylinder, piston-rod, 
and other attachments, are mounted upon and 
securely attached to the body or bed of the 
earriagein auy usual manner, so that the great- 
er part of the weight will rest upon the rear 
or driving wheels, and motion is com^ini- 
cated to these wheels by a chain from the ei> 
gine passing around a pulley or wheel on their 
axle. 

Inasmuch as my invention relates more par- 
ticularly to the construction and oi^eratiou of 
the wheels and steering apparatus, it is not 
deemed necessary to show the boiler and en- 
gine iu the drawings, but to confine myself 
to a description of the parts which I consider 
new. Thereforeany suitable engine and boiler 
may bo mounted on the bed of my carriage 
and used for propelling the same, and I make 
no claim to such, save in combination with my 
devices. 

1. In a traction-engine constructed as de- 
scribed, the combination of the bed or car- 
riage-frame A A B B' E', provided with the 
uprights I and rails i, the latter haviugshonl- 
dei"s to limit the forward motion of the fi'ame 
e e', and the backward motion of the said 
frame being limited by the braces H, which 
are arranged to strike against the frame A, 
with the axle E, having a pulley or wheel, (i, 
by which motion is imparted, the gear-wheel 
F, frame ce', carrying fiiptiou-rollei's/, drive- 
wheels 0, and braces H, all aiTanged and op- 
erating as hereinbefore described. 

2. The combination of the carriage frame 
or bed A A B B' B' of a traction-engine, hav- 
ing uprights I and mis i, the. latter provided 
with shonldei-s to receive the frame e e', and 
thereby limit its forward motion or revolution, 
with the axle E,carryingthe pulley or sprock- 
et wheel G, the gear-wheels P, frame e d, car- 
rying the fription-rollere /, drive-wheels C, 
bi-aces H, having boxes or bearings in which 
the axle E revolves, and arranged to strike 
against the frame A A, to limit the backward 
motion of the frame e e' in the rim of the diive- 
wheels C, all substantially as described. 

3. The guide-wheels consisting of the solid 
rim D, the semicircular hub K, the bolt L, the 
pin ?, and the chuck or rider ?», all as shown 
and described. 

4. The combination of the solid wheel-rim 
D, semicircular hub-piece K, bolt L, axle M, 
pin ?, and chuck or rider m, all substantially 
as hereinbefore shown and described. 

.'). The combination of the wheels D, axle 
M, turning-post P', slotted bolster O, cross- 
head Q, and rods r, as shown, for the purpose 
of changing the direction of the traction-en- 
gine and passing the guide-wheels over ob- 
structions without altering the level of the 
carriage-bed which supports the propelling 
mechanism, all snbstantially as described. 

6. Iu a ti-actiou-eugine, the combination of 
the carriage -bed A B, which supports the 
propelling mechanism, with the axles E M, 
the wheels C D, the bolster O, having springs 
and stays, as described, the turning-post F, 
the cross-head Q, rods »•, and tlie semicircular 
hub-pieces K of the guide-wheels,all as shown, 
and for the purposes specified. 

284,147. CHARLES R. SWEET, Ports- 
mouth, Ohio. Road-Engine. Filed Mar. 
8, 1883. Patented Aug. 28, 1883. (No 

model.) 

The object of my invention is to construct a 
road-engine for use in the streets of cities, on 
farms, and- on country roads, and that ni.ay 
also be used as a stationary power for farm 
work, or otherwise, wherever available. 

To that end my invention consists in certain 
novel features of constructionand arrangement 
of parts, whereby the engine can be conven- 
iently manipidated and the power applied 
with the greatest possible advantage, as here- 
inafter described and claimed. 

The combination of the brake-wheel t, the 
brake lever «, and steering-wheel j), substan- 
tially as shown and described. 

284,238. WILLIAM N. RUMELY, La 
Porte, Ind. Traction - Engine. Filed 
Dec. 1, 1882. Patented Sept. 4, 1883. 
(No model-) 

My invontiCTi relates to improvements in 
the steering apparatus of 'traction - engines ; 
and the object of my invention is to jji-oducc a 
steering device which can be worked by the 
engine-driver as well when he is on one aide 



"JLS the other of the engine or cab. AVith an ' 
engine wlxich has its cylinder and engine-gear 
on one side -Jind the steering-wheel 0]i the 
same side, as is, usualfy the case, the band- 
wheel will be on the opposite side £>'.Qm them. 
AVitli this construction the driver can stand 
on the side of the eyliuder when driving the 
engine on the ro.^d, and look ahead directly over 
the cylinder, while, if the steering-wheel were 
on the side of the band wheel, tlu! latter 
would be an, obstacle in looking ahead; but 
such an ari-angement is the source of a great 
deal of trouble when the driver attempts to 
steer the engine into position for running the 
thraslier — that is, into a position such that 
wheii the thrasher is located the' band-wheel 
of the* engine will be in line "U'ith the cylin- 
der-pulley of the thrasher — for he is compelled 
to change to one side and the other several 
times in order to see and then to steer. Now, 
with my imxJrovcd steering apparatus, which 
has a steering-w'heel on Cfich side, the driver 
can stand on the side of the cylinder, if, nec- 
cssaiy, when driving on the road, and can use 
either wheel independently of the other; or 
he can use both at Once, as desirable. He can 
also stand on the side of the belt- wheel, and, 
without changing his position and by looking 
directly over the latter, place the engine in 
"belt-line" with the thrasher. 

•1. The second steering - wheel, «', with its 
shaft «', when connected with the shaft a of 
the fii-st steering-wheel, s, in such a manner 
as thatmotion impaited tothe second wheel, s', 
will be transmitted to the shaft «. of the first 
wheel, 8, and hence that motion imparted to 
the second wheel, s", may cause a consequent 
motion of the •winding-drum D. 

2. The combination of the shaft o' of the 
steering-wheels', by meansof the countershaft 
or-cross-shaft & and the miter-gears 6 and ft', 
with the shaft a of the steerine-wheel s or of 
the worm w, substantially as shown and de- 
scribed, and for the purpose set forth. 

284,676. WILLIAM N. RUMELY, La 
Porte, Ind. Traction - Engine. Filed 
Dec. 22, 1882. Patented Sept. 11, 1883. 
(No model.) 

My invention relates to tlie running-geai* of 
a traction-engine; and the object of my inven- 
tioji is to provide a simple, substantial,' and 
efficient device for cushioning the rear or fire- 
box end of the boiler upon the rear axle. 

1. The spring-ca.se and axle -guide shown 
and described, being a casting the base of 
which is snbstantially a plate capable of being 
bolted to the side of the boiler of a traction- 
engine, and having in common wifc itself two 
parallel outwardly -projecting vertical walls 
and a third outwardly-projectiife wall con- 
necting the two former at or near^heir upper 
ends, so as to form a case open atthe side and 
below for resting upon, holding, and guiding 
the helical spring which cushious the boiler 
upon the axle, and for holding and guiding 
said axle while permitting vibrations of the 
spring, the top of the case being provided with 
a lug for retaining the top of the spring in po- 
sition, and the parallel side walls of the case 
extending l)elow the top of the axlesuffleiently 
to form suitable guides for the latter. 

2. A spring-case and axle-guide consisting, 
essentially, of a base-plate capable of being 
bolted to the boiler, and having parallel out- 
wardly-projecting vertical walls connected at 
or near their upper ends by a similar cross- 
wall, the whole forming a case open at the side 
and below, in combination with ahelioal spring 
and a continuous axle bent under the boiler, 
said axle having a constrnctiou adapting it to 
fi-eedom of play between the parallel side walls 
of the ease as guides to correspond with 'the 
compression of the helical spring whicli rests 
upou the axle within the case, and is compressed 
by the top wall of the case, and said spring 
being retained in position by a lug on the nn- 
der side of said cross-wall and a lug or other 
similar suitable retaining devicft on the npper 
side of the axle. 

3. A spring-case and axle-guide consisting, 
essentially, of a base-plate capable of being 
bolted to the side of the boiler, and having pai - 
allcl outwardly-projecting vertical walls con- 
nected at or near their upper ends by a simi- 
lar cross-wall, the whole forming a case open 
jit the side aud below, in combination with a 
helical spring and a continuous axle bent un- 
der the boiler, said axle having a construction 
adapting it to freedom of play between the 
parallel side w^ls of the case as guides to cor- 
respond ■with the corapiession of the helical 
spring which rests upon the axle within the 
case, and is compressed by the top wall of the 
case, and said spring being ret.ained in posi- 
tion by a lug on the under side of Sixid cross- 
wall and a lug or other similar suitable re- 
taining device on the upper side of the axle, 
and with a wrought-iron sti-ap'ombi-acing the. 
middle portion of the axle which it guides. 



TRACTION ENGINES. 



609 



and beiu*: boltod to the lioilcr. 

286,313. FRANK F. LANDtS, Waynes- 
borough, Pa. Traction-Engine. Filed 
Dec. 11, 1882. Patented Oct. 9. 1883. 
(No model.) 

My invention rcliitcs to certain inii>rovc- 
nicnts in ti'action-engines, and has for its ob- 
joctfi to provide snitable and serviceable means 
for snpportinj,' in operative position tlie va- 
I'ions shafts and gearing employed in such u 
manner as to relieve, as much as pos.sible, its 
boiler from nndue strain therefrom, and to 
vary the train of gearing from the motor to 
the ti-actioQ devices, so as to utilize said ma- 
tor in the prodnctiou of increased speedor 
power at will, and in the application of tlie 
Kiime in like manner, cither while the engine 
is statiohaiy or moving. 

Heretofore in coustrncting a variable train 
of gear for tntotion- engines there has been 
employed an idle-pinion, which, when either 
a high oralow speed combination wjv* operat- 
ing, Mas merely a passive comnnmicator of 
motion, though producing actively in itself uo 
practical result. In other words, said idle- 
pinion, when not communicating effective 
power in the train, has been so located andar- 
ranged in the ti-ainthatit has been necessarily 
rotated upon its bearing, and the result has 
boon that frequently it, with the adjacent bear- 
ings, beconjcs' .eated to such a degree as to be 
bound to its shaft and become an active cle- 
ment in protlucing the same result as if it were 
intentionaUy thro\vn into gear with the re- 
nminingelementsof the train. Fnrthermore, 
in the arrangement of gearing of ti'action-en- 
gines heretofore employed, iusnflicient atten- 
tion lias been given to the aptness of the 
snmllcr pinion to creep upon the larger and 
tend to lift the forward end of the boiler, or^, 
at leastjsnbjectthe same at those points where 
Ihe motor and adjacent mechanism are se- 
cured thereto to undue strain, and this espe- 
cially when the ti-action devices are subjected 
to gieat or sadden exertions. 
"' When the anotor is operating in traction, 
and a sudden exei'tion of power is required to 
overcome an obstmction on the track, or wlien 
ascending a steep gi-ade or drawing a heavy 
load, and a continuous exertion of great pow- 
er is reqnired, and when, under any circum- 
stjinceii, Iiesvvy work in ti-action is being a*- 
complifihetl, there isa tendency of the smaller 
pinion on the erank-shaft to creep upon or 
over the laigor gear on tbe con ntei -shaft, and 
a similar tendency of the smaller pinion on 
Ihe countershaft to cree]> on the larger geat 
of the ti-action - wliecl, so that in frequent 
cases tlie front end of the boiler, with its 
truck, is Iiftc«l bodily from the ground, the 
entire apjiamtus pivoting upon the traction- 
axle. At such times it is evidentthat the en- 
tire power exerted is expended on the boiler 
at tlic point of attachment of the saddles, and 
without the tie-lmlts described, or the equiva- 
lent jneans, injury to the most essential cle- 
ment of tJio machine occurs, and tlic same ef- 
fect of lieavy >vork is pi-esent, even when not 
displayed by such clear evidences a-s above 
described. In other words, as heretoforfrcon- 
stnicted, too slight attention has l>een given to 
the fa<^t of the constant and great strain un- 
necessarily expended upon (he boiler. This 
Htrain is exerted in twodirections: First, when 
working at ordinary pressure on level ground, 
the strain isanbstimtially horizontal — that is, 
equally distribnted through all connecting 
raechanismj and, second, when the work, 
pressure, and exei'tion fti*eincreased and creep- 
ing begins, the direction of strain is at the 
front. Torsionalexertion intheconnter-shaft 
is commnnlcated to the bearings and their 
supports, and must be successfully resisted in 
an opposite direction, and thus, in the first in- 
stance, the horizontal tie-rods, and, in the sec- 
ond, fhe inclined tie-rods, effect the designctt 
purpose. 

Another of the purposes of my invention is 
to adapt the machine to meet the changeable 
requirements as to the amount of power re- 
quired' when In ti-action, and incidentally pro- 
vide adaiitability to local work, Wlien in 
traction.circnmstanc^smay permit of increase 
of speed. and decrease of power, or may re- 
quire the opposite. In other words, a prac- 
ticable traction-engine requires, among other, 
attributes, a simple, effective, vaviable speed- 
gearing, and, as heretofore nientioned, such 
das licen. essayed. 
. 1. In a traction-engine, a frame work ar- 
ranged about the rear or fire-box portion of 
the boiler, and connected thereto by bi-ackcts 
and bolts adapted by pivotal bearing-surfaces 
to permit a slight oscillation of the boiler 
within the frame-work, substantially sis shown 
and described. 

2. (n a traction-engine, a fi-amo-work snl:- 
rouhdiug the fire-box of the boiler, and con- 
nected thereto by front sidebracketspivotally 
secnred to the boiler, and rear side brackets 
pivofally scoured to Itic frame-work^ substan- 
tially as and for the purpose described. 

.S. In atmction-enjnne. a rectangnUr frame- 



work arranged about the rcaror (ire-box por- 
tion of the boiler, and connected pivotally at 
tlvesides by forward-depcndlngbraclcets pivot- 
ally supported upon the frame-work, and a 
rear end bi-acket or jilate, snbatantially as 
shown and described. 

4. In a traction-engine, a fmme-work ar- 
i-anged atthesidesof thefire-boxof thcboiler, 
and provided with depending brackets con- 
nected to the boiler by a transverse rod pass- 
ing through the ash-pan and thi-ongh a sleeve 
extending across tlie same, substunlially as 
shown anil described. 

5. In a traction-ertgi'ie, a frame-work ar- 
ranged at the sides of tlie fire-box of the boilei', 
and comprising two parallel plates, and de- 
pending and supporting brackets secured to 
-ho same by a bolt passing through the shelves 
of the brackets, and through a cap or base 
plate resting on the edges of the frame-plates, 
substantially as shown and described. 

0. The combiuation of a traction-engine 
frame with asupx)orting-bracket having oshelf 
provided with a convex bearing- face and 
adapted to be secured to the frame-work and 
boiler, substantially as and for the purpose de- 
scribed. 

7. In a traction-engine, the combination of 
the boiler A, ash-pan I), sills V, brackets !•), 
and pivotal bolt <-', uniting said bnickets, siib- 
stanf iaUy ns shown and described. 

8. In a ti-action-engine, a frame-work ar- 
ranged at Ihesides of the fire-box of the boiler, 
and provided with front depending side brack- 
ets, rear side supporting- brackets, and side 
fmrncs seen red bet ween the plates of the fi-aime- 
work, substantially as and for the purposes de- 
scribed. 

9. In a traction-engine, saddles secured to 
the boiler on opposite sides and connected to 
the side frames by inclined and horizontal tie- 
rods, in combination with sleeve V, substan- 
tially as and for the pui-pose described. 

10. In a traction-engine, a counter-shaft 
gear provided with an inwai-dly-projectiug an- 
nular brake-flange, andabrake-bandsurround- 
ingthe same, and secured at one end to the 
side fi-ame, and at the other end to an eccen- 
tric bolt passing through said frame and hav- 
ing a brake-lever rigidly secured thereto, sub- 
stantially as and for the purpose described. 

31. In a ti-action-cnginc, the combination of 
a crosS-bar c<vunocting the side fi-a'mes, and 
jirovidetl with a rearwardly- extending rest, 
with a bed-piece securcdtipon the boiler, and 
providetl Avitli a rest and a bridge -bearing 
;ulapted to be adjustably secured upon said 
rest, substantially as shown and described. 

12. In a traction-engine, abe<i-piece secured 
upon the boiler and provided with <»-ank-shafl 
bearings, a bi-acket- bearing secured to the 
bed -piece, a bridge -bearing, and a shifting 
fihafl carrying intermediate interchangeable 
gears, substantially as and for the piu-posc de- 
scribed. 

13. In a traction- engine, the combination of 
aci-ank-shaflandaconnter-shafthavingagear 
ihcreon, wiUi a fly-wlieel sccui-ed rigidly to 
thox;i-ank-shaft and liaving a shifting pinion 
ari-angcd upon its hub, substantially as and 
lor the purjiose described. 

1-t. In a ti-aetion-engine, a ci-ank-shaft pro- 
vided with u fly-wlieel having a shitting pin- 
ion on ils hub, aconntcr-shaft liaving a gear, 
and an intcnnedinte shifting shaft provided 
with pinions of diflcrcnt diamctei-s, snb.stan- 
lially as and for tlie puqiose described. 

ir*. ju a tnii'tiou engine, the combination of 
a My -wheel having a hub provided wilh an 
cxternaL key-scat, with a longitudinally -shift- 
ing pinion fitted to the hub and provided with 
a key, substantially as and for thepurposcde- 
scribcd. 

16. In a traction-engine, u fly-wheel having 
a hub provided with an external key-seat and 
latch, and a pinion fitted to the hub and pro- 
vided with an internal key and latch seats, 
substantially as shown and described. 

17. In a traction-engine, a shifting pinion 
having beairing- flanges and an internally-pro- 
jecting key between said flanges, the whole 
cast in one piece, substantially as and for the 
purpose described. 

18. In ai traction-engine, the cond)ination of 
awheel having a hub carrying a latch, with a 
shifting pinion having bearing-flanges and an 
internal key and latch-bridge with seats, cast 
in one piece, substantially Jis and for the pur- 
pose described. 

19. In a ti'action -engine, the combiuation of 
a boiler fire-box with an angle-iron or bracket 
rigidly secured to the rear cud of said fire-box, 
and pivotally secured to a cro?s-sill of the 
frame -work by rods, substantially as shown 
and described. 

20. In a traction-engine, a bmke-coiitroUing 
device comprising, a lever-bearing concentri- 
cally seated in a fixed portion of the frame- 
work, and a friction -band- attaching bolt CC' 
centrically seated in the lever - bearing, sub- 
stantially as shown and described. 

21. In a ti'action-enginc, the combinhtion of 
a brake-band havbig one end secured to the 
honsiug of said engine and the other to a 



broke-lever, with the journal-piiiof said lever 
bored ccceiitiirivUy, and a bolt passing there- 
through, whevoby one end of the brake-l>and 
is retained and upeinted substantially as and 
for the pnriwsc set forth. 

286.906. WILLARD A. CLARKE, Still- 
water, Winn., assignor to the Northwestern 
Manufacturing and Car Company. Trac- 
tion-Engine. Filed Mar. 6, 1S83, Pat- 
ented Oct. 16, 1883. (No model.) 
' Machines of this class are used, not only for' 
traction purposes, but also largely as motoi-s, 
being employed for the driving of thrashing- 
machines, separators, &c. It is well known to 
those praiitically experienced with them that 
when the" engine is being used for such pur- 
poses as those last above mentioned there has 
been much impairing and destroying of the 
engine-shafts, as those engines have been here- 
tofore constructed, from the fact that when the 
clutch-faces are not engaged the stationary 
part rests in frictional contact with the shaft, 
the latter revolving rapidly inside of it. To 
avoid the cuttfng and destroying of the shafts 
from this cause, I have devised and shown a 
form of support for the sliding part of the 
. clutch, which I have found to be of a superior 
r*hn.rar,t,er. 

1. In a traction-engine, the combination, 
with the main engine-shaft, of a friction -clutch 
one member of which is adapted to be held sta- 
tionary relatively to the shaft, the bracket C, 
secured to the boiler and carrying one of the 
bearings for the shaft, and the clntch-support 
secured to said bearing-bracket and arranged 
to support independently of the shaft that part 
of the clutch whieJi can he held stationary, sub- 
stantially as set forth. 

2. The combination of the main engirie-sbaft, 
the friction -clutch thereon, one member of 
which can slide, the bracket secured to the 
boiler, which provides a bearing for the shaft, 
a stationary sleeve secured to said bearing- 
bracket and adapted to loosely support the 
sliding part of the clutch, substantially as set 
forth. 

3. The combination of the main engine-shaft, 
thefriction-clutch thereon, of whi-.h c^itch one 
member slides, the bearing-bracket secured to 
the boiler, which provides a bearing for the 
shaft, the flange or plate <f c; rigidly secured 
to said bracket, the stationary sleeve K, which 
provides a loose mounting for the sliding part 
of the clutch, and the flange ft, rigidly secured 
to said sleeve and to the parts c* c*, substan- 
tially as set forth. 

4. The combination ofthemainengine-shaft, 
the friction-clutch, of which one member slides, 
the means for moving said member, and the 
threaded rod having two threaded engage- 
ments, the two threads being of opposite in- 
clination, substantially as set forth. 

5. The- combination of the main shaft, the 
friction -clutch, of which one member slideSj 
the means for moving said sliding member, 
and the forked bar situated partly above and 
partly below the engine^shaft, substantially as 
set forth. 

6. The combination of the friction- clutch 
having a sliding member, a shifting-lever en- 
gaging with the gliding member of^ the clutch, 
a screw-rod for operating said lever, and a bar 
or link interposed between the rod and shift- 
ing-lever, it being supported entirely on said 
screw-rod and lever, and an-anged, substan- 
tially as set forth) to^ be moved longitndinally 
by the screw -rod, 

287,593. GUSTAV A. THODE, Hol- 

• stein, la. Traction-Engine, Filed Aug. 

13, 1883. Patented Oct. 30, 1883. (No 

model.) 

- The object of my invention is to i»rovide a 
new and improved mechanism for turning the 
front axle of a traction-engine to guide the 
engine in the desired directioti. 

The invention consists in a pivoted axle car- 
i*ying the steering-wheels, and provided with 
a tongue connected with an endless chain 
passed over two sprocket- wheels, which, can bo 
r^volvod by means of suitable devices by the . 
engineer, whereby the chain can be moved in 
one direction or the other, and the axle turned 
to one side of the engine or the other. 

1. A guide mechanism for traction-engines," 
consisting of an endless chain passing over 
sprocket-wheels connected with gc-ariug for, 
operating them, which chain is connected with 
the tongue of a pivoted axle, substantially as 
herein shown and dssciibed. 

2. In- a guide mecbanisjn for iiaction-en- 
gines, the combination, v/ith- a pivoted asle 
carrying the stecriiig-wh^-eis, of a tongue pro- 
jecting from the sa^id axle., a sliding block held 
on the free eni? of the tongue, an endless chain 
scored to the sliding block, sprocket-wheels 
over which the chaio pa-i^es, and means for 
revolving the sprocket -?,'heels, snbstautially 
as herein shown and described. 

3. In a guide mechanism for traction -en-- 



610 



TRACTION BNG/NES. 



gines, the combination, with a lnvotpd "ftxlo 
carrying: the stcering-Mhocls, of u tongue i>ro- 
jecting from the sfimo. a sUdin^ block on the 
free end of the tongnc, a «:roovt'd oross-bar on 
■which the block slides, an etulleni chain se 
cured to the sliding block, flprocket-whcclE 
over which the chain ]>ass<'g, and means foi 
revolving the said sprocket- wheel a, siibstan 
tially as herein shown and described. 

4. In a guide mechanism for liaetion- en- 
gines, the combination, with a pivoted axle 
carrying the steering-uhcels, of a tongue pro- 
jecting from the said a\le, a fork held in the 
end of the tongue, a sliding block to which 
the tongue is pivoted, a grooved bar on which 
the block can slide, an emlless chain secured 
t« the block, sprocket-wheels over which the 
chain passes, and means for revolving the 
sprocket-wheels, substantially as herein shown 
and described. 

5. In a guide mechanism for traction-en- 
gines, the combination, with a pivoted axle 
carrying the steering-wheels, of atongne pro- 
jecting from the a?de, which tongue has its 
outer end apertuiedlongitudinally, afork hav- 
ing a stem fitting loosely, in the aperture in 
the end of the tongue, a llliding block to which 
the fork is pivoted, a grooved* bar on which 
the block slides, an endless chain fastened to 
the sliding block, sprocket-wheels over which 
the chain passes, and means for revolving the 
Bprceket-wheels, substantially as herein shoWr 
and described. 

6. In a guide mechanism for traction - en 
gines, the combination, with a pivoted -axh 
carrying the steering-wheels, of a tongue pro 
jecting from the axle, an endless chain, L, 
connected with the free end of the axle, thf 
sprocket-wheels H H', over which the chain 
passes, a cog-wheel, J, mounted on the shaft 
of the sprocket-wheel H, the cog-wheel M, 
engaging with the cog-wheel J, and the shatt 
K, on the end of which the cog-wheel J is 
mounted, substantially as herein shown and 
described. 

288,753. ROBERT W. AITKEN, Buf- 
falo. N. y., and THE PITTS AGRICUL- 
TURAL WORKS, same place, assignors 
to The Pitts Agricultural Works, same 
place. Brake for Traction -Engines. 
Filtd July 10, 1883. Patented Nov. 20, 
1883. (No model.) 

This invention relates to an improvement in 
the construction of brakes for traction-engines, 
i),nd has for its object to produce a i-eliable 
bi-ake whica.will be eftective under all cir- 
cumstances irrespective of the driving-gear. 

The traction- wheels are ordinarily provided 
or 'heir i^er sides with gear-wheels, which 
are driven by pinions mounted on a counter- 
shaft. Heretofore brakes have been applied 
■to this countershaft: but this is objectionable, 
because the brake is rendered incpemtive 
when a few teeth of the driving-pinions break, 
which is liable to happen in ascending or de- 
scending steep grades, when an effective brake 
is most necessary to avo'd accidents to the 
machinery and the persons operating thesame. 
Brakes have also been applied to the outer 
sides of the i-racti on- wheels; but these brakes 
are not very effective, because they bear only 
against the spurs or transverse 'traction-rils 
formed on the faces of the trafition-whecls. 

My invention is designed to remedy these 
diflficulties; and it consists of a brake which is 
applied to the inner sides of the rims of the 
traction -wheels, as hereinafter fully set forth, 
and pointed out in the claims. 

1. In a traction-engine, the combination, 
with a boiler. A, of traction -wheels B B, ar- 

_ranged on opposite sides of the boiler, brake- 
ahoes D, arranged on the inner faces of the 
rims of the traction-wheels adjacent to the 
boiler, and mechanism attached" to the boiler, 
whereby -the brake-shoes are connected and 
simultaneously pressed against the inner sides 
of the rims and removed therefrom as desired, 
babstantially as set forth. 

2. Thecombination,withthetraction-wheels 
B B, of the brake shoes D D, arranged on the 
inner sides of the rims b of the wheels, ciank- 
ahafb E, bearings P, and hand-lever G, sub- 
stantially as set forth. 

288,763. JOHN E. BIRCH, Winnipeg, 
Manitoba. Canada. Traction - Engine. 
Filed June 8, 1883. 1-atented Nov. 20, 
1883. (No model.) 

The oDject of my invention is to furnish a 
traction-engine, either for road or farm work, 
that can be used upon soft; or yielding ground. 

1. The endless track of a traction-engine 
formed of the channeled and side flanged sec- 
tions, d, the pivoted bare e, having a hole at one 
end and a slot at the other, and the ground- 
plates/, as shown and described. 

2. The combination, with the boiler, of the 
boxes i, arranged on each side thereof, and 
endforked arms. A. provided, with bearings and 
carryimr wheels D. as shown and described 



3. The combination, with the arms /;, ar- 
raogcd in boxes i and carrying wheels 1>, of 
the-Jods /i*, having hand- wheels to regulate the 
j>ositiou of wheels D. as described. 

4. The combiiiabiun, with an endless track 
on a traction-engine, cf wheels D, adapted to 
be projected more or less, and thus shorten or 
lengthen the ground-bearing of the track, as 
described. 

291.075, WILSON S. OWINGS, Col- 
lier's Station, W. Va. Tract I on -Engine. 
Filed July 31, 1883. patented Jan. 1, 
1884. (No mcdel.) 

My invention relates to improvements in 
that class of steam-engines known as "port- 
able" or "tiaction" engines, the object of 
the invention being to provide mechanical 
means to raise or lower the end of the boiler, 
for the purpose of adjusting it in a horizontal 
position when the carriage is moving over 
sloping or uneven ground or resting on an in- 
cline, to prevent the water from running to one 
end or the other of the boiler, frequently caus- 
ing explosions and putting out the fires, ^'c. 

In the di-awings, Figure 1 is a side view, 
and Fig' 2 a front end view, of a traction-en- 
gine. Figs. 3 and 4 are details on a larger 
scale. 

1. In a device for leveling boilere, arodrev- 
olubly secured to the boiler, and provided on 
its forward end with a wonn-screw, a threaded 
king-bolt havingaspirally-toothed wheel fixed 
on the upper end thereof, said worm-screw 
and toothed wheel meshing, in combination 
with an axle provided with a threaded oscil- 
lating nut for the reception of said king-bolt, 
substantially as described,' and for the purpose 
set forth. 

2. In a device forlevelingboilei's, a rod rev- 
olubly secured to the boiler, and provided on 
its forward end withaworm-sfirew.«threaded 
king-bolt having a toothed wheel fixed on the 
upper end thereof, said worm - screw and 
toothed wheel meshing, in combination with 
an axle provided with a bevel-socket block, 
said block having an oscillating nut therein 
forthercceptiouoftheking-bolt, substantially' 
as described,and for the purpose set forth. 

3. In a device for leveling boilers, a rod rev 
olnbly secured to the boiler, and provided oi 
its forward end with a worm-screw, the for- 
ward end of said rod beingjournaledinabox 
under thefrontendof theboiler, said box hav- 
ing a t-^othed wheel therein, said wheel being 
mounted upon the upporoud of the threaded 
king-bolt, in combiuation with the forward 
axle of the machine provided with a socket- 
block having oscillating threaded nuttherein, 
adapted to receive the threaded king-bolt, 
substantially as described, and for the purpose 
set forth. 

4. In a device for leveling boilers, a rod rev- 
olubly mounted in a lug projecting from the 
side of theboiler. Siiidlnghavingaspur-wheel 
Uxed thereto, said rod being provided on its 
upper end with an actuating ci-ank-wheel and 
a spring-actuated pawl adapted to engage the 

pur-wheel and prevent the revolution of said 
rod, the forward end of the rod being provided 
with a worm-screw, in combination with a 
spirally-toothed wheel rigidly mounted upon 
a threaded king-bolt, said king-bolt being 
mounted in a threaded oscillating nut in a 
socket-block on the forward axle, substantially 
as described, and for the purpose set forth. 

5. The combination, with the crank-rod G, 
of the pawl f?, ratchet-wheel/, and lever ft, foi 
releasing the same, substantially is and for 
the purpose set forth. 

291.300. HAMILTON M. GORMACK, 

Maiden, Mass. Traction-Engine. Filed 

Sept. 11, 1883. Patented Jan. 1, 1884. 

(No model.) 

My invention relates to that class of engines 
known as "traction engines," and has for its 
object the production of a simple and du- 
rable engine, which may readily be used for 
plowing and other agricultural work, eithei 
directly or by means of a suitable cable s> ? 
tem; and it consists in a ceitniu novel con 
struction and arrangement of parts, whicL 
will readily be understood by reference to the 
description of the drawings and the claims to 
be hereinafter given. 

1. In a traction-engine, a reversing-gear 
consistlhg of a wheel mounted upon a fixed 
axis, and provided with both an internal and 
an external gear, and a pinion mounted upon 
a movable axis, and provided with means for 
revolving the same, and adapted to be moved 
from Qne ge.ar to che other without stopping the 
engine. 

2. In a traction-engine, the combination of 
a wheel provided with both an internal gear 
and an external gear, a pinion adapted to en- 
gage with either of said gears, a pair of fric- 
tion-geare for driving said pinion, and mech- 
anism adapted to move said pinion from s 



position in contact with one of said getirs lo 
a position in contact with the other, and at the 
same time to throw the friction gears out of 
and into contact with each other, substan- 
tially as and for the purposes described. 

3. In a traction-engine, the combination of 
the wheel B, provided with the external gear, 
A, and internal gear, /, the pinion g, secured to 
the friction-gear O, and both mounted in the 
swinging frame M. the friction-gear L and 
means of imparting motion thereto, the con 
necting-rod c, and the lever d, provided wit). 
means for holding it in any required posi 
tioD, all substantially as and for the purpoffes 
described. 

4. In .a traction-engine, a traction -wheel 
provided with a tire made of thin corrugated 
sheet metal, secured to the rim of said wheel 
by any suitable means, substantially as and 
for the purposes described. 

5. In a traction-engine, a traction-wheel 
provided with a tire made of thin diagonally- 
corrugated sheet metal, secured to the rim o1 
said wheel by means of suitable rods, which 
pass through the corrugations, and are firmly 
secured at their ends to the opposite sides of 
the rim of the wheel, substantially as and for 
the pnrposes described, 

6. In a traction-engine, the combination of 
the two-speeded drum S, provided with the 
gear s, the worm-gear p, shaft a, pnlley m 
belt TT-, pnlley K, shaft a, and means of ro 
bating the same, all substantially as and for 
the purposes described. 

7. In a traction-engine, the combination Of 
tiic geared drum S. mounted upon the steer- 
ing-shaft of the carriage, and suitable means 
for revolving said drum, substantially as and' 
for the purposes described. 

292,924. CHARLES J. LEACH, and 
ALLEN OLDS, Hartford, Mich. Trac- 
tion-Engine. Filed Apr. 17, 1883. Pat- 
ented Feb. 5. 1884. (No model.) 
Tiie road-engine herein described, cQnsist- 
ing of the bt)iler A, having the bearing- plates 
A' A^ and the sleeve L, passing through the 
boiler and engaging the bearing A^, and pro- 
vided with the rigid gear-vheel I and drive- 
wheel 1/, the axle K, journal- 1 in the sleeve 
and bearing A', and having the rigid gear- 
wheel J and drive-wheel K.', tue gear-wheel 
G, piovided with pinions H H, mounted 
loosely on the axle between wheels I J, and 
the nut X on the end of the axle, to secure 
the mechanism together, as shown and de- 
scribed. 

293,065. J. FORMAN PALMER, Au- 
burn. N. Y., assignor to himself, John Sey- 
mour, and Sidney W. Palmer, same place. 
Traction-Engine. Filed Nov. 5, 1883. 
Patented Feb. 5, 1884. (No model.) 
The object of my invention is to provide an 
improvement in ste^rin^ apparatus for tiac- 
tion-enginesj and to this end it consists in the 
construction, arrangement, and combination 
of parts, as hereinafter described, and more 
>pecifically pointed out in the claims. 

W ith my steering appaiatus, as clearly set' 
forth above, and shown in the drawings, the 
engine cau be quickly and easily steered in 
any desired direction by the simple shifting of 
a lever forward and back while the engine U 
in motion, and all the power necessary to 
cramp the front wheels is supplied from ths 
engine itself. I thus do away with slow and 
tiresome means now in use for guiding traction- 
engines where a wheel or crank has to be 
turned by hand to turn the front axle-tree. A 
such turning of the axle-tree requires great 
power, the hand-wheel has to be so geared 
therewith as to turn it very slowly and by a 
great number of revolutions. With my power 
apparatus a simple shifting of the lever is all 
that is necessary. Too great cramping of the 
front wheels by this power apparatus is pre- 
vented by the stops at the ends of the rack and 
the spring teeth, Wheu the rack-moving pin- 
ion strikes tJie concave inner face of one of 
these stops,it may continue to revolve without 
strain upon the ^ack or liability to breakage, 
because the spring-teeth at the end of the se- 
ries of rack-teeth will yield readily to allow 
such revolution. 

To prevent strain on the frame of the en- 
gine and the supporting-bracket for the seg- 
mental rack, as the engine is driven over nu 
even ground, space is left between the rear 
lace of the rack and the bracket, asshown, and 
( he groove which receives the curved rib on 
(he bottom of said rack is made larger than 
the rib, so as not to fit it closely. 

The plane of the rack -supporting surface of 
the bracket^ asshown, is parallel to that of the 
teeth on the pinion, so that therack in its play 
backward and forward will remain in mesh 
with such teeth. 

- 1. Ima steering apparatus for traction-en- 
jjines, the friction- wheel driven bv means of. 



TRACTION ENGINES. 



611 



' 3Ditable connections from the driving mechan- 
ism of the engine,and the steering mechanism 
for taruingthefroDt axle to gnide the machine, 
the two friction-wheels connected with the 
steering mechanism .by suitable gearing, and 
adapted to be bronght into frictional contact 
■with opposite sides of the power-driven fric- 
tion-wheel at will, so that the steering mech- 
anism can be driven in either direction, and 
jneans for so bringing either one of the wheels 
into contact with the power-wheel, as desired, 
snbstantially as shown and described. 

2. In a steering apparatus for traction-en- 
gines, the combination of the friction -wheel 
driven by su itable connecti ng-geari ng from the 
driving mechauismof the engine, with the fric- 
tion-wheels adapted to be brought into contacb 
with either side of said friction-wheel, the 
shaft upon which they slide, but which turns 
with them, means for shifting them on the 
shaft, and mechanism connectedwith theshaft 
ind actuated by its revolution in oueilirection 
or the other, whereby the frontaxleof thema 
chine is turned to guide the engine, substan- 
tially as shown and described. 

3. In combination with^the friction-wheel 
driven by suitable gearing from the driving- 
shaft of the engine, the double friction wheel 
or spoci feathered on a shaft and adapted to 
be slid thereon, eo that it can be brought into 
contact with one side or the other of the single 
friction- wheel, and be turned thereby in either 
direction, and suitable connecting gearing or 
mechanism between this shaft and the front 
axle, all so arranged and constructed that by 
the I'otatiiig of the shaft the axle will be caused 
to swing on its pivot to guide the engine, sub 
stautially as shown and described. 

4. In combination with the friction -cone 
driven from the driving-shaft of the engine, 
the double cone sliding on a shaft and adapted 
to be brought into contact with either side ot 
the single cone, means for so shifting the 
double cooe within reach of the driver, the 
bevel-wheel ou said shaft meshing with the 
bevel-gear on a shaft carrying a worm, and the 
woim-wheel meshing with this worm and fixed 
ou a shaft which bears at its front end a bevel- 
wheel, which meshes with and actuates a seg- 
metital i-ack attache<l to the front axle by 
means of suitable arms, substantially as and 
for the purpose set forth. 

5. The segmenial steering-rack connected by 
fcuJUble arms with the front akleand provided 
with'nptorned portions at each end^ to act as 
stops to limit the movement of the rack, and 
with yielding teeth at each end of the series 
of rack-tectb, in combination with a pinio; 
for actUjUing such rack, so as to turn the from 
axle, substantially as shown and described. 

ii. In the steering apparatus for a traction 
engine, the shaft which carries the rack-actu 
atin^ ])tuionj in combination with the worm 
wheel loosely mounted on the shaft aud driven 
by suit-able mechanism, aud a clutch for con- 
ncctiug and disconnecting the worm-wheel and 
shaft, substantially as shown, 

7, In a steering apparatus for traction-en- 
giufS, the friction-cone driven by gearing con- 
necti ng it with the driving-shaft of the engine, 
tlic shaft at right angles to -the shaft of the 
ftasction-coue, a double friction cone or spool 
Sibling o^ this shaft, with one of the cones 
composing it on each side of the power-driven 
cone, and means for shifting such double cone 
back and forth on its shaft, to throw it into 
contact with cither side of'the singlo cone or 
out of contact with the latter, and suitable 
connectin_<; mechaaism between this shaft and 
the segmental steering -rack attached to the 
front axle, all in combination, substantially as 
and for the purpose set forth. 

8. The shaft carrying the sliding double 
friction cone jpr spool, which is adapted'to be 
thrown into or out of contact with the power- 
drivcu cjue, connected by suitable gearing 
with the pinion meshing with and actuating 
(he segmental steering-rack, and adapted at 
its rear end to receive a crank, whereby said 
shaft cau be turned by hand to cramp the 
front axle when the machine is at rest or when 
it is in motion, but the double friction-cone is 
3faifted out nf contact with the power-driven 
cone, substantially as nitd for the -nurpose set 
iisn th. 

293,066. J. FORMAN PALMER, Au- 
burn, N. Y.,assiguor to himself, John Sey- 
mour, and Sidney W. Paloi^i same place. 
Traction-Engine. Filed Nov. 5, 1883. 
Patented Feb. 5.1884. CNo model.1 
The object ofmy invention is to provide an 
improved steering apparatus for traction-en- 
gines; and to this eud it consists in the con- 
struction, arrangement, and combiuation ol 
pari 8, whereby the engine can be st :;ercd quick- 
ly and readily by power from the engine itsel! 
aud the directiou of the ci-amping of the front 
as.le by such pov.or :-an be goverapd ;it will b} 
the simple shifting of a lever within reach ol 
the driver or eugineer. 



1. In a traction-engine, in combiuation with 
he crank-wheel thereof, a rocking yoke car- 
.'y ing friction- wheels adapted to be alternately 
brought into contact with the crank-wheel 
and to be rotated thereby, gearing connecting 
one of these wheels with a shaft, so as to ro- 
tate it in one direction, aud gearing conuect- 
ing the other with the shaft, so as to rotate it 
in the opposite direction, aud suitable con- 
necting-gearing between this shaft and the 
steering mechanism, which swings the front 
axle on its pivot to guide the machine, sub- 
stantially as shown and described. 

2. In a power gteering apparatus for trac- 
tion-engines, the gear-wheel journaled ou a 
stud ucar the crank-wheel, the yoke pivoted 
on the stud and rocking theieon, the friction- 
wheels carfied on the arms of tlje yoke and 
adapted to be brought alternately into con- 
tact with the edge of the crank-wheel as the 
yoke is rocked ou its pivot, the toothed wheel 
attached to and revolving with one of the fric- 
tion-wheels, meshing directly with the gear- 
wheel on the yoke-stud, the toothed wheel at- 
tached to aud revolving witli the other fric- 
tion-wheel, and also connected with the large 
gear-wheel on the yoke-stud by an interme 
diate pinion, and suitable actnating-gcaring 
connecting this wheel with the front axle-shift 
ing device, all substantially as and for thf 
purpose set fnrih, 

3. In cx>mbination with the crank-wheel, the 
friction-wheels mounted on arms of a rocking 
yoke, and adapted to be alternately brought 
into contact with the crank-wheel by move- 
ment of the yoke, the pinions attached to and 
revolving with the friction-wheels, the large 
gear-wheel meshing directly with one of these 
pinions, and connected with the other by an 
intermediate pinion, the bevel-gear wheel re- 
volving with the large gear-wheel and mesh- 
iug with the bevel-p'uion on a shaft which, 
on the other end, carries a second bevel-pinion 
meshing with the bevel-wheel on the screw- 
shaft for shifting the segmental lack for swing- 
ing the front axle on its pivot, substantially 
as and for the purpose described. 

' 4. The combination of the pivoted rocking 
yoke carrying the friction- wheels, and means 
within the reach of the drivei or engineer for 
rocking said yoke on its pivot to bring the 
one or the other of the friction-wheels into 
contact with the crank-wheel, substantially aa 
_and for the purpose set forth. ' 

6. In combination with the rocking yoke 
carrying the frictiOL - wheels, and provided 
with a downwardly -ex tend ing arm, the iiuk 
pivotally connected *o said arm and to a lever 
in reach of the engjieer or driver, and springs 
for normally holding the lever in such posi- 
tion that the yoke will be so held on its pivot 
that the friction-wheels will be at rest and out 
of contact with the crank-wheel, substantially 
as shown and described. 

■ 6. In a steering apparatus for traction-en- 
gines, the rack -actuating worm-sleeve turning 
with but capable of longitudinal movement 
on its shaft, the collars on said shaft, and the 
rubber buffers between these collars and the 
ends of the worm - sleeve, to act as yielding 
■Bt(?ps to limit its movement, substantially as 
shown and described. 

7. The guiding segmental rack sliding and 
supported in a suitable box attached to sup- 
ports from the boiler or engine frame, in com- 
bination with-the rigid sleeves attachedunder- 
ijeath the front and rear ends of the rack- 
web, and the axle-guiding fork hinged at its 
front end to the axle, and at its rear end pro- 
vided with arms projecting to the front and 
rear and playing longitudinally iu the sleeves 
on the rack-web, substantially as and for the 
purpose set forth-' 

293,067. J. FORMAN PALMER, Au- 
burn, N. Y., assignor to himself, John Sey- 
mour, and Sidney W. Palmer, same place. 
Traction-Engine. Filed Nov. 5, 1883. 
Patented Feb. 5. 1884. (No model.) 

The object of my invention is to provide an 
impr',veraentinthesteeringax)paratusfortrac-. 
t ion- engines; and to this end it consists in the 
construction, ari-angement, and combination 
of parts, as hereinafter described, and more 
specifically pointed out in the claims, whereby 
the engine can be steered by power from the 
driving-shaft of the engine in either direction, 
and the speed of the shifting or cramping of 
the front axle-tree in such steerin;r can be 
readily and quickly regulated, and whereby 
the power steering devices can bp thrown out 
of operation and the steering be done by hand 
without reference to the movement of the 
_driving-shaft of the engine. 

1. in combination with the doable -coned 
pulley driven by power from the engine, gear- 
ing for shifting the front axle tn gujde the ma- 
chine, aud connecting mechnnisni between the 
pulley and such gearing, whereby the apecd 
at which and the direction in which the axle- 



shifting gearing will he driven from the pnl- 
ley can be changed at will, substantially as 
shown and described. 

2. In combination with the shaft L, jour- 
naled iu fixed bearings, and adapted throitgh 
suitable gearing to cause the front axle of the 
machine to be shifted as the shaft is revolved, 
the connecting-gearing between such shaft and 
the main driving-shaft of the engine, whereby 
the shaft L can be caused to'revolve by power 
from the engine, aud means for throwing such 
connecting-gearing out of action, for revers- 
ing its action upou the shaft, and for changing 
the speed of such action, substantially as 
shown and described. 

3. In combination with the shaft L, adapted 
through connecting-gearing to cause by its 
revolution the front axle of the machine to 
swing on its pivot to guide the machine, the 
double friction cone or pulley D, driven by 
power from the engine, the journal-box M, 
nivoted^and rocking on the shaft, the gear- 
wheel fast on the shaft, the short shaft jour- 
naled in the box parallel to shaft L,ihe pinion 
on the short shaft gearing with the wheel on 
the other shaft, the friction-cone ou the end 
of the short shaft and situated between the 
two cones of the double friction -cone, and 
means for rocking the double journal-box on 
the long shaft to carry the cone on the short 
shaft into contact with the face of one or the 
other of said cones, substantially as aud for 
the purpose set forth. 

4. In combination with the shaft L, for shift- 
ing the front axle on its pivot th rongh'^ suit- 
able connecting mechanism, theboxM, pivoted 
and rocking on the shaft, the long -toothed 
pinion fast on said shaft and gearing with the 
short-toothed wheel on the shaft N', journaled 
and capable of sliding motion in the box par- 
allel to shaft L, the friction-cone on the end 
of shaft N', situated between the friction -cones 
of the double friction pulley or spool D, driven 
by power from the driving mechanism of the 
engine, and means for sliding the shaft N' in 
the bearings and rocking the journal-box on 
shaft L, substantially as and for the purpose 
set fortli. 

5. Iu combination with the sprockct-pnlley 
ou the end of the crank-shaft of the engine, 
the sprocket-chain, the sprocket-wheel fixed 
to the dnnble friction cone or spool, the shaft 
for operating the axlc-sliifting mechanism, tho 
long pinion ou such shaft, the journal-box 
pivoted on the shaft, the short shaft journaled 
and sliding in the box, the toothed wheel fixed 
on this shaft and gearing with the long pinion, 
the friction-cone ou the end of the shaft and 
situated between the faces of the double cone, 
and a lever adapted to slide the short shaft 
in its bearings and to rock the journal-box 
upon theshaft on which it is pivoted, snbstau- 
tially as and for the purpose described. 

(i. In combination with the shaft L, the box 
M, pivoted aud rocking upon it. the shaft N', 
journaled and sliding in said box, and" pro- 
vided with a fixed gear-wheel in mesh with a 
long-toothed pinion on shaft L, and the lever 
S, fulcrumed on a sleeve on shaft L, and piv- 
otally connected with and embracing a sleeve 
on shaft N', which is prevented from longi- 
tudinal motion on said shaft, all substantially 
as shown and described, so that by the same 
lever the box can be rocked on shaft L, and 
the shaft N' can be reciprocated in itsbesrings 
in the box. 

7: In combiuation with the fork Z, hinged 
to the front axle, the transverse screw-shaft 
V, journaled in supports from the boiler or 
engine-frame, and adapted to be revolved in 
either direction by suitable actuating mt^ns, 
the screw sleeve or nut X, traveling on nhaft 
V", and the ridg Y, embracing the sleeve and 
pivoted thereto above and below, as shown, 
and provided with a fixed sleeve, t/, in which 
is inserted so as tp be capable of longitudinal 
play therein the reduced end of the axle-shift- 
ing fork Z, substantially as and for the pnr- 
-pose set forth. 

8. In combiuation with the axle-shifting 
fork Z, the perforated lugs attached" to the bot- 
tom of the boiler, aud so situated that when the 
fork is detached from the front axle and swung 
upward its frout ends will come close beside 
the lugs, aud the pivot-bolt sf can be slid 
through the latter and the ends Qf the fork, 
substantially as and for the purpose setfori^b. 

294,793. FRANK F. LANDIS, Waynes- 
borough, Pa. Traction-Engine Bearing. 
Filed Dec. 9, 1882. Patented Mar. 11, 
1884. (No model.) 

My invention relates to oortaiu improve- 
-iicnts in bearings for traction-engines; aud it 
has for its objecbtheprovisiun ul strong, sin- 
pie, and semi spherical bearings, which will' 
permit of the oscillation of a shaft journakd 
t!.oiein, and be provided with suitable fai^iii- 
ties for h'bricating said journa^ls; and, with 
th<?se iiiain, and other subsidiary objects in 
view, my invention consists iu certain VeiituKii 



612 



TRACT/ON ENGINES 



of constructiou and cnnibinatiOB hereinafter 
(lescribed, and specifically set forth in the 
claims. 

1. iu a fraction- engine, an axle- bearing 
block provided with an inner and an outer 
beuring-surface^ the former adapted to the ro- 
tation of the axle, and the latter adapted to 
iis vertical osculation, in comoiuation witn me 
sill B, formed of two parallel bai s, siLspension- 
rods belw(!en said bare, and springs under 
said sills, snhstautiaily as and for the purpose 
described. 

2. The combination of the axle D, blocks (( 
and tV, suspension-rods <V, sills It. caps 'P (?'', 
and springs between said caps, substantially 
ll^nd for the purpose described. 

S. In a traction-engine, the combination of 
the frame C and a.xlc T> with bridge E, having 
thejourual E'and oil-pockets therein, substan- 
tialiy as and fcr the purpose described. 

4; The combination, with the side frame, of 
the bridge-piece E, secured thereto, and hav 
iug thejournalE', with pockets GG, provided 
with the ducts r/ //', and the removable flangr 
E", substantially as and for the purpose de 
scribed. 

5. In a traction-engine, the combination 01 
the axle D, caps (Z^ d', springs d\ rods (T, and 
jearingsdii' with thft slotted bridge E, having 
jhe annular journal E', substantially as and for 
the purpose described. 

294,794. FRANK F. LANDIS, Waynes 
borough. Pa. Traction - Engina. Kilec 
Mar. 21, 1883. Patented Mar. 11, !S84 
(No model.) 

My invention relates to certain improve- 
ments in traction-engines and has in thi- pres- 
ent instance more particular refi^rence to a 
novel principle of operation in the nlc■>lll^ em- 
ployed for supportingand prolectingthc b viler 
against conciLSsion, and involvesayieldingor 
cushioned connection between the motor and 
the traction-wheels' bearings, and the objects 
<>f the adoption and embodiment of this prin- 
ciple of operation are iu part to seen re n more 
even carriage bf the boiler— that is, to reduce 
to the mininmm the jolting, pitching, and 
rolling of the boiler to which this class of en- 
gines are subjected by tlic roughness and ob- 
structions met with in coniinon I'oadways, and 
'to reduce the friction of the main-axle bear- 
ings against the housings while thus traveling 
orpnllmg aload. Thesi'und other important 
objects of my prescut invention will hereinaf- 
ter more fully appear, and to attain them' I 
employ, broadly speaking, a yielding connec- 
fciou or cushion located between the motor and 
the main point of resistance, and also form an 
element of support for some one of the power 
directing or conveying devices; and, as shown 
herein, I have selected as the preferable point 
at which to locate or utilize the yielding or 
cushioning effect or principle the traction- 
axle bearings, though it is evident that vari- 
ous inodifications of the meaus and location 
thereof for the embodiment of said principle 
may be employed. Some of snch modifica 
tions areherein fully illustrated and described, 
while others will readily suggest themselves 
to persons skilled in the art of engine con- 
Btroction, and I therefore deem it proper to 
State that any such which embodies the princi- 
ple of an intermediate cushioning device be- 
tween the motor and traction-wheels which 
has the property of yielding in horizontal di- 
rections, is comprehended within my inven- 
tion, 

1. In a traction-engine, the combination ol 
a boiler and a boiler-supporting frame yield- 
ingly suspended from a traction-axle, with a 
yielding thrust and draft bar connecting the 
(raixie and axle-bearings, substantially as and 
for fhe purpose described. 

2.' In a traction-engine, the combination 01 
a traction-axle, a frame-work yieldingly sas 
pended therefrom, and a thrust and draft bar 
secured to the traction-axle bearings and pass- 
ing through a bracket located upon the frame- 
work in front of and in line with the bear- 
ings, and provided with cushioning-spriugs 
located in front and in rear of said bracket, 
substantially as and for the purpose described. 

3. In a traction-engine, the combination of 
thesillsofabofler-supporting frame andatrac- 
tionaxle located above the sills, and provided 
with a bearing connected by suspension-rods 
to springs located below the sills, and having 
an inner flange adapted to bear against the 
housings, with a thrust and draft bar, com- 
prising an inner and an outer plate, arranged 
to embrace a portion of the housings, and 
connected to cnshioning-springa arranged j^ 
line with the traction-axle bearing, sulistan- 
tially as and for the purpose described. 

i. A traction-axle bearing-box bored verti- 
cally for the reception of suspension-rods, and 
bored transversely for connection with a hori- 
zontal thrust and draft bar or bai-s, and pro- 
vided with flanges, in combination with thrust 



and draft, bars, snbst^ntiaily as shown and 
described. 

.5. The combination of the bearing-bf*x P. 
bearing C, stiaj) D', susjieiision rods E, plate 
]', provided villi ilanges, ,>ills B, springs G 
and plate H under said sills, substantially a« 
and for the purpose described. 

U. The combination of the sills B, brackfet'- 
]v and B^ the housing, and boiler, with a hori 
zontal thrust and dralt barcomposedof plates 
snbstanf ially as shown and described. 

7. The combiiiatiou, with the axle-liejirinc 
D, suspensiou-rods E, and springs G, of the. 
springs M M', located upon horizontal bars 
and arranged to be compressed by the forwarf 
and backward movement of the axle, substan 
tially as and for the purpose described. 

294,877. SAMUEL E. JARVIS, Lan- 
sing, Mich. Traction-Engine. Filed 
Dec. 26, 1883. Patented Mar. 11, 1884. 
(No model.) 

The advantages derived from my infprove 
ment are the following: 

First. I communicate the motion from the 
engine both to the front and rear wheels, thus 
making all the wheels of the engine act as 
drivers. This construction allows of an even 
distribution of the weight of the engine. 

Second. If necessary, I can easily dispense 
ivith either one of the chains M J in case of 
accident. 

Third. My traction - gearing is extremely 
.simple, and avoids the use of any cog-gearing, 
which is always dangerous and cumbersome. 
Fourth. The inequalities of the ground can 
produce no torsional strain upon the engine, 
as the front axles are perfectly free to follow 
all inequalities of the gionnd. 

1. In a traction-engine, tne combination of 
the ball O, socket or two-part hub N, detach- 
able sprocket-fim L', or its equivalent two- 
part box S S', provided with bracket-exten- 
sions T T', pin P, provided with head Q, and 
segmental slot B, all combined and operating 
substantially as and for the purpose described. 
2i Asan improved sprocket-wheel in trac- 
tion-engines, the two-part hub'N, having a de- 
tachable toothed rim, as V, secured to its pe- 
riphery by means substantially as set forth. 

3. A sprocket-wheel made iu two parts, and 
havingaperipberal channel between thesame, 
in which is securei? a tooth-rim, substantially 
nR described. 

294,930. LOYAL C. TABER, Syracuse, 
N. Y. Traction-Engine. Filed Dec. 18, 

1883. Patented Mar. 11, 1884. (No mod- 
el.) 

This invention relates to the class ot trac- 
tion-engines whicli arc designed to be self- 
propelling over ordinary roatls. 

The object of the invention is to increase the 
efnciency of said engines in their self-propel- 
ling operation and to obtain better control of 
the guiding of thesame; and to that end my 
invention consists, essentially, in the combi- 
nation, with the forward or steering truck, of 
a countershaft having a flexible joint to al- 
low one end thereof to accommodate itself to 
the oscillations of the axle, so as to be main- 
tained at a uniform distance from the same, 
and mechanism for transmitting motion from 
the driving-shaft to the counter-shaft and from 
thejatter to the forward axle, all as hereinaf- 
ter mure fully described, am) set forth in the 
claims. 

1. in a traction engine, au oscillatory snp- 
porting-axle having a central pivoted con 
iiectioa with the boiler, a counter-shaft ex- 
tended through tue center of said pivot and 
provided thereat with a universal joint, and 
mechanism for transmitting motion to the os- 
cillatory axle through the medium of the said 
countershaft, substantially as set forth and 
shown. 

2. In a traction-engine, the combination of 
a saddle or track frame mounted on the for- 
ward axle and providedwith a semi-spherical 
step, a hollow hemispherical bearing secured 
to the boiler and seated in the step, and pro- 
vided on one side with an opening and at the 
opposite side with a rigid sleeve, a counter- 
shaft journaled in said sleeve and extended 
through the hollow bearing and its aide open- 
ing, and provided in the center of said bear- 
ing with a flexible joint, a journal-bearing on 
the saddle for the oscillatory end ofthecoiin- 
ter-shaft, pinions on opposite ends of the 
countershaft, a gear-wheel on the axle mesh- 
ing in the pinion on the oscillatory end of the 
connter-.shaft, and a train of gears arranged 
to transmit motion from the driving-shaft to 
the pinion on the lineally-rigid end of the 
countershaft, substantially as described and 
shown. 

296,998. GEORGE F. PAGE, Balti- 
more, Md. Road-Engine. Filed Jan. 5, 

1884. Patented Apr. 15, 1884. (No 
model.) 



This invention relates to ccrta'c improve- 
ments in that class of road-engines in which the 
driving and pilot or guiding wheels are con- 
nected by a chain or series of link.?, which to- 
getlier form an endless track which the wheels 
traverse in the movement of the eugine. 

1. In a road engine, the uriving and pilot 
wheels provided witii peripheral grooves and 
connected by an endless chain having a V 
crnss-.section, substantially as and for the pur- 
pose specified. 

2. Ill a road-engine, the driving and pilot 
whe€l,=> connected by an endlcsstrack composed 
of hollow links having extensions which ex- 
tend iiitolhe adjoining links, substantially as 
and for the purpose specified. 

298,169. ALBERT P. BROOMELL, 

Yorh. Pa., assignor to Arthur B. Farquhar, 
same place. Steering-Gear for Tractlon- 
Engines. Filed Feb. IS, 1884. Patented 
May 5. 1884. (No model.) 
This invention consists in certi>iii combina- 
tions of bevel-gears and friction driving de- 
vices connected with the main or motor shaft 
and the reversingshatt, by which motion is 
ti-ansniitted to the steering devices of a trac- 
tion-engine, whereby great efficiency and 
smoothness of action, free from much or all 
liabil ity to breakage, is obtained for the steer- 
ing meohanism, substantially as hereinafter 
shown and described. 

1. la steering mechanism for traction-en- 
gines, the combination, with the main or mo- 
tor shaft F*, and with the shaft Ff, by which 
motion is communicated, when required, in 
reverse directions to the steering devices, of 
the sliding hub B', the loose bevel-pinions C 
C, having smooth conical driving-surfaces a? 
o' on their backs, and the fast conically-dished 
drivers F*F*, all arranged upon the main snalt 
F', and the bevel-wheel D*, fast on the shaft 
I?, and iu gear, on opposite sides of its axis, 
with the pinions C C, essentially as and for 
the purposes specified. 

2. In steering mechanism for traction-en* 
gines, the combination, with the main or mo- 
tor shaft F*, and the devices arranged thereon, 
consisting of the sliding hub B', the loose 
bevel-pinions (? C, having friction- driving 
conical backs (I'a^ and the fast conically-faced 
drivers F* F', of'the bevel-wheel D', in gear 
with said pinions on opposite sides of its axis, 
md the shaft E", having said wheel D' secured 
to it, and supported at its upper end in the 
hub B*, whereby the springing of said shaft 
E^ is made available in controlling the release 
of thd pinions from the friction-drivers, sub- 
stantially as specified'. 

299,427. WILLIAM L. SHEPHERD, 

Danville, la. Traction-Engine. Filed 
Mar. 1.5, 1884. Patented May 27, 1884. 
(No model.) 

This invention relates to certain new and 
useful improvements in spring-supports for 
traction-engines, its object being to provide a 
spring-bearing for the wheels which support 
the boiler, whereby a vertical movement of 
the same will be allowed without interfering 
or slacking the propelling means. 

In a traction-engine,^he curved slotted case 
C, attached theretoandprovided with aspring, 
and a sliding block, D, having a stnb-axle, 
substantially as shown, and for the nnmos* 
set forth. 

299,484. HENRY B. LARZELERE, 

Greencastle, Pa., assignor to the Crowell 
'Manufacturing Company, same- place 
Portable-Engine. Filed Feb. 18, 1884. 
Patented May 27, 1884. (No model.) 
The object of my invention is to dispense 
with the usual continuous rear axle passing 
through or under the firebox end of the boiler. 

1. Thecombinationoftheboiler,thehangers 
K thereon, the short axles, 3, capable of yield- 
ing vertically independently of the hangers, 
the springs s, and bolts for locking the axles 
to the hangers, as set forth. 

2. The combination of the boiler, the hangers 
K thereon, the short axles J, capable of yield- 
ing vertically independently of the hangers, 
the springs s, and screw-bolts t, adapted to 
bear upon the axles, and the bearings w, fbrm 
ing scats for said axles, asset forth. 

300,271. HENRY B. LARZELERE, 

Greencastle, Pa., assignor to the Crowell 
Manufacturing Company, same place, 
Traction-Engine. Filed feu. 18, 1884. 
Patented June in, 1884. (No model. ) 
One object of my invention is to make a 
heap axle for the forward truck of the en- 
gine; and a further object is toprovidesimpie 
and efficient means for lovelingtheboilerwliec 
the engine is standing on or running over un- 
even ground, the leveling devices being such 
as not to interfere with the spring-support for 
the front end ot the boiler. 



TRACTION ENGINES 



613 



1. The combination ofUic central Uir oi 
bars, 'B, of the axle witlithe short sliafts A, 
abetting against the ends of -said bar or bars 
B, and having journals a, and with opposite 
clamping-bars D. having in their innex- faces 
recessesforthe rei-eption of the barsaud shafts, 
as set forth. 

2, The combination of the axle, the boiler, 
the spindle J, carried by the boiler, and the 
box F, pivoted to the axle, and having a spin- 
dle supporting spring, ff, as set forth. 

3C The combinatiou of the boiler and the 
spinfile J, carried thereby, the pivoted box F,. 
having a spindle snpporting spring, and the 
axlCj composed of two bars, B, united at the 
ends and bowed in thecenter forth-^ reception 
of the box F, as set forth. 

4." The combination of the boiJ^^-r and the 
screw-spindle J, carried thereby, with the axle, 
its pivoted box F, and the spring-supported 
nut G, adapted to the screw-spi ndle J, as speci- 
fied. 

5. The combination of the axle, the boiler, 
cbe screw-spindleJ, free totuiji inbearingson 
the boiler, the nut G, adapted tq the screw- 
spi ndle^ the box F, pivoted to the axle and 
carrying a spring, g, for supporting tbe nut, 
and^earing, substantially as described, where- 
- by said screw-spindio may be turned, as set 
forth. 

300,397. FRANCIS W. ROBINSON, 

Richmond, Ind. Traction-Engine. Filed 

Mar. 14, 1884. Patented June 17, 1884. 

(No model. ) 

My iuveution consists in a spring- platform 
swuu;4 to the rear end of the boiler. 

In a road or traction engine, the platform 
B, resting upon springs H H' H" W", in com- 
bination with the frame D D', m the manner 
and for the purposes herein set forth. 

300,869. HARRY H. HUDSON, Flint, 
Mich. Traction-Engine. Filed Dec. 19, 

1883. Patented June 24. 1884. (No 
model. ) 

This invention relates to certain new and 
useful improvements in traction -engines; and 
the invention relates more specifically to an 
improved traction-gearing, which, in combi- 
nation with the reversing- gear, gives the engi- 
iiieeran absolute control of its movement in 
-regard to stopping, backing, or going ahead. 

1- In combination with the epicyclic train 
J and the connter-sbaft G, the friction-clutch 
M Q, the disk M of which forms a member of 
the epicyclic train and is loose upon the shaft, 
while the disk Q slides on a fast feather on 
the shaft, and admits of being forced in and 
out of contact with the former by suitable con- 
nections operated by a lever, substantially as 
and for the purposes described. 

2. The combination, with the epicyclic train 
J, of the .tract ion -gear and the friction -clutch 
M Q, the V-shaped annular contact E, toggle- 
levers T T, link «J, and hand-lever TJ, all 
combined and operating substantially as d'- 
scribe^. 

3- In a traction-engice, the traction-gear 
herein "described, consisting of the combina- 
tion of the counts-shaft G, bevel-gear K, se-' 
cured upon said shaft, bevel-gear L, friction- 
disk M, feleeved loosely upon the shaft and 
forming an integral part with the bevel-geat 
Ijf sprocket-wheel 'N, sleeved loosely upon 
the 'shaff between the bevel-gears K and L, 
bevel-pinions O P, radially joumaled upon 
the sprocket-wheel N, and friction-disk Q, 
slipped upon a spline ou the shaft G and act- 
uated .by^ a suitable lever for bringing it in 
and out of contact-with the disk M, all com- 
bined, arranged, and operating substantiallj 
^ and for the purposes described. 

A. In a traction-engine, and as a means for 
controlling its movements, the combination of 
the traction-gear, consisting of tlie epicyclic 
train J and a IVicti on -clutch, M Q, arranged 
upon the same'counter-shaft, with a reversing- 
gear placed rpon thecfank-^aftoftheengine, 
and the two lovers U "W, for controlling the 
traction-geai- vud the revei-sing-gcar, all ar- 
r^nged^ and operating substantially as and for 
jhe nurposRs descril^d 

301,829. EDGAR PENNEY and WIL- 
LIAM H. SNYDER, Waynesborough, 
Pa. Traction-Engine. Filed Apr. 15. 

1884. Patented July 8, 1884. (No mod- 

This invention velates to that class of trac- 
'dh-engines in which the tractiou-whcels are 
^^lven from the crank-shaft of the steam-en- 
gine through the medium of a train of gear- 
Tvheels of which the driving - pinion on the 
crank-shaft can be shifted, so that it may 
either be thrown in gear with the next wheel 
or disconnected therefrom, according as the 
steani-engino is to be used for propelling the 
machine or for driving other machinery. 

Oar invention consists, mainlv. in fittiner a I 



part of the said pinion in a gnide — one 6: 
more — ou the fly-whetl, which gilides also 
serve as clutch-teeth for dri ring the pinion, 
so thatthe usual driving-spline on the crank- 
shaft may be dispensed with. 

1. The combination, sobstauUally as before 
set forth, of the fly-wheel constructed with a 
ring-flange, and with guido-ribs oji the interior 
sideof said flange, and the shifting-pinion con- 
structed with wings which are engaged bj 
said guide-ribs. 

2. The combination, sub tautially as before 
set forth, of the fly-wheel constructed with s 
laterally- projecting ring - flange, and with 
guide-ribs on the interior side ot said flange, 
An well as with hand-holes in the web around 
the hub, and the shifting-pinion loose on the 
crankshaft, but constructed with wings which 
are engaged by said guide-ribs, and are also 
provided with handles. 

3. The combination, substantially as h^*'ote 
set forth, of the fly-wheel constructed with a 
ring- flange, and with guide-ribs on the interior 
side of said flange, the snifting-pinion loose on 
the crank-shahi, but constructed with wings 
which are engaged by said guide-ribs, and a 
spring-bolt carried in the loose pinion for 
locking it to the fly-wheel. , 

302,153. B. FRANK MOHR, Miffiin- 
ourg. Pa. Traction-Engine. Filed Apr. 
4,1884. Patented July 15. 1884. (No 
model. ) 

This invention relates to that class of trac 
tion-engines which may be used for transport 
ing loaded wagons, agricultural machinery, 
and the like over roads, and which, when the 
point of destination has been reached, may bt- 
■'set up" and used as stationary engines for 
the operation of such agricultural machines as 
thrashing-machines and the like, or for run- 
nicgsaws or other machinery of any kind or 
description. 

My invention has for its object to produce 
a machine which shall possess superior ad- 
vanta^-es in point of simplicity, durability, 
and general efficiency, and in which the promi- 
nent features may be stated to be, first, an 
improved method of hanging the boiler upon, 
or connecting it to, the main axle, whereby 
it shall be self-leveling in going over rough or 
uneven roadsj second, an improved compen- 
sating-gear for conveying the motion from the 
engine to the drive-wheels; ,third, a separate 
and detachable water-tank, and the method of 
connecting the same to the front end of the 
engine proper ; and, fourth, the i mpro ved steer- 
ing-gear. 

My invention* further consists in the ire- 
proved construction and arrangement of de 
tails, which will be hereinafter fully describedj 
and particularly pointed out in the claims. 

An important advantage of having the water- 
tank arranged in front instead of in rear of the 
engine is this, that in passing oyer the road 
it will, as it vere, hold back agaiuatthe action 
of the drive-wheels, thns increasing the fric- 
tion of the latter, and causing them to takeoi 
, bite more firmly upon the ground, thus assist- 
ing the progress of the engine. The water- 
tank, being detachable, may be sent for a fresh 
supply of water, whenever necessary, without 
necessitating the removal of the engine. 

For short distances the engine may, when 
steam is up, be moved independently of the 
water-tank, its front end beingsupported upon 
the caster-wheel. . 

"When the use of ^he engine in any oneplac-e; 
has been completed, it is agai n connected with 
the water-t-ank, and may then be employed, as 
before, as a traction-engine. 

1. In a ti-aciion-engine, the combination of 
the frame, consisting, essentially, of tv70 con- 
verging beams, plates or castings at the rear 
ends of said beams, provided with laterally- 
extending flanges having cylindrical housings, 
the boiler secured rigidly between the said 
plates or castings, the axle passing transverse- 
ly through the fire-box of the boiler, and hav- 
ing blocks or boxes adjoining the latter, and 
the coiled springs resting upon said blocks and 
incased in the cylindrical housings, substan- 
tially as and for the purpose shown and speci- 
fied. 

2. In a traction-engine, the combination ot 
the frame, consisting, essentially, of two con- 
verging beams, the boiler secured rigidly be- 
tween plates or castings at the rear ends of the 
latter, the axle passing transvei-sely through! 
the fire-box of the boiler and having blocks or 
boxes adjoining Uie latter, a rock-shaft jour- 
naled transvei-sely under the boiler and hav- 
ing rearward-extending cranks, links connect- 
ing the said cranks with the boxes upon the 
axle, aud coiled springs resting upon the lat- 
ter and incased in cylindrical housings formed 
in flanges extruding laterally from the plates 
or castings at the rear ends of the frame-beams, 
substantially as and for the purpose set forth. 

^3, In atraction-eogiiie, the combination of 
the frame, nonsistius;. essoitiallv; of two c.r 



verging beams, plat-^ or oastingsW thfe rear 
ends of the latter, tiic bmV-r secnred rigidly 
between tlie said castings, the a.\le extending 
transversely through the fire-box of the boiler, 
and having blocks or boxes ndjoining the lat- 
ter, springs resting upon s:iid boxes, and in- 
cased incylindrjealhousingsforracd in flanges 
extending latemlly iVoni the o:islings at the 
rear end of the franjebe'anis. a counter-shaft 
extending through or under a transvei'Se bar 
in front of the boiiLT under the Jrainc-bcaras, 
rods encircling or twisteci around said frame- 
bar, and extending rearward through the boxes 
upon the axle, pivoted rods conhccl ing the rear 
ends of s;ud horizontal rods with pranks upon 
thccndsolaiock-sbiift journaled transversely 
under the boiler, pinions upon the counter- 
ihaft meshing wit hspur-w!ieels upon the drive* 
wheels mounted upoti the axle, and mechan- 
ism conveying motion from the engine to the 
;ouul.er-shaff, substantially as and for thepur- 
,iose set forth. 

4. In a traction-engine, the combination of 
the frame, the axle, drive-wheels' mounted 
loosely upon the latter, mechauism, substau-' 
tially as described, for imparting motion from 
(he engine to the drive-wheels, whereby the 
latter may revolve indopendeatly of each 
3ther, and a pair of separate brakes— one for 
each drive-wheel — substantially as and for the 
purpose herein shown aud specified. 

5. The combinatiou of tlio frame, the axle, 
the drive aud supporting wheels, crossbars 
near the front end of the frame, a tube slid- 
ing vertically in the said cross-bars and hav- 
ing a rack fprmed thereupon, a crank-shaft 
having a pinion engaging the said riick, a 
latch adapted to engage the said pinion, and 
I .shank journaled in the vertical tube aud 
having a caster-wheel at its lower end, sub- 
stantially as aud for the purpose set forth. 

6. The combination, with a traction-engine, 
of the herein-described detachable water-tank 
mounted upouapairof large wheels, and hav- 
ing a forward and downward extending reach- 
bar, a pair of small wheels mounted upon an 
axle pivoted under the front end of said reach- 
bar in such manner that said wheels may 
swing under the latter, and a tongue con- 
nected to said front axle by a pair of curved 
hounds, whereby the said tongue may be 
swung back over the water-tank, substantially 
as set forth. 

7. lu a traction-engine, the combination of 
the engine-frame, consisting, essentially, of 
two converging frame-biiams, and provided 
near its front end with a pair of uprights con- 
nected at their upper ends by a plate having 
a series of notches in its upper edge, the wa- 
ter-tank connected detachably to the front 
end of the engine-frame, and having the steer- 
ing-wheels, and the tongue connected to its 
front axle by curved hounds, whereby thesaid 
tongue may be thrown back and adjusted ini 
any one of tlje notches of tne aforesaid plate, 
substantially as and for the purpose herein 
shown and specified. 

302,841. ADAM H. HAFLEY, Ashley, 
III. Traction-Engine. Filed Apr. 28, 
1884. Patented July 29, 1834. (No 
model.) 

1. Th3 combination, with the truudlc^ 
wheels N, turning loosely on the shaft >I, and 
provided with flanges j", and recesses in" the 
sides, said recesses beingprovided with ratch- 
et-teeth in contrary directions on the opposite 
faces of the wheel, of the circular plates A', 
keyed to the shaft M, the pawls c c', links y y\ 
collars (?, fitting loosely ou the shaft M, slide 
collars /' /', bar L, having forked ends J, 
and lever o', substantially as and for the pnr- 
pose set forth. 

2. The combination, irith the wheel Q, fixed 
on the driving-shaft M, of the wheel P, hav- 
ing a bevel-piuioD, S, and two bevel-wheels, 
T T, turning loosely on the shaft Z,. and hav- 
ing clutches m m' on their outer faces, of the 
clutches 7i', which rotate with the shaft Z,e3d- 
less screws j/, wheel V, and the mechanism for 
throwing the clutches n' in and out of engage- 
ment with the clutches m vi', consisting of the 
rods pivoted, to the lever q, substantially as 
and for the purpose set forth. 

303,497. HENRY DECKMAN. Hudson. 

Ind. Traction-Engine. Filed Apr. 1^), 

1884. Patented Aug. 12, 1884. (No 

model. ) 

This invention has relation to traction-en- 
gines for use on roadS or in fields for any of 
the purposes to which traction-enginesare ap- 
plicable; and it consists in the construction 
and novel arrangement of parts, -as will be 
hereinafter fully described, and particularly 
pointed out in the claims. 

1. In a traction-engine, the combination, 
with the front axle, having the supporting- 
wheel at one end keyed to a flanged collar 
fixed to the axle, and having an enlarged por- 
tion provided;yith a half-cluteh at its inner. 



6f4 



TRACT/ON ENGINES. 



end pngagitip a half-clutch on a miter-pinion 
on eaidaxl<^,of a miter-gear wheel on the mid- 
dle portion of the axle, provided in its hub 
with thieeradially-jonrnaled small miter-pin- 
ions, a raiter-pioion on the opposite side of the 
mitcr-gcar wheel from the miter-pinion, engag- 
ing the half-clatch on the axle, the latter nii- 
ler-pinion being conueeti'd byclDtch-pios t^a 
flange on the inner end of a sleeve on the axle, 
the other supporting-wheel for the axle lioing 
keyed to a tlange on the outer end of the sleeve, 
and mechanism, sultstantiallj' as deseribed, for 
imparting motion to the miter-gcar wheel on 
the middle of the axle to turn the wheels and 
propel the engine, substantially as si>ecified. 

2. In a traction-engine, the combination, 
with the front axle, having one of its wheels 
keyed to a flanged collmr fixed near one end of 
the axle, and the other wliecl keyed to a flange 
on the outer end of a sleeve, occupying part of 
the axle at the opposite side, and a middle 
miter-gejir wheel, provided with small miter- 
pinionfj journaled radially iu its hub aod en- 
gaging the teeth of two miter-pinions on the 
axle, one clutched to the inner end of an en- 
largement on the axle and the other to the in 
ner end of the fileeve, of the sectional turn 
table provided with bearings for the axle and 
sleeve, and a vertical shaft, carrying a jnitcr 
pinion on its lower end and a miter-gear wheel 
near its upper end, and a horizontal shaft hav 
ing a miter-pinion at its forward end engaging 
the miter-gear wneel on the vertical shaft be- 
low it, and means, substantially as described, 
for imparting motion to said horizontal shaft, 
substantially as specified. 

3. In a traction-engine, the combination" 
with the base-seetion of the turn-table mount- 
ed on the front axle, and provided with. cog- 
teeth extending aronnd one-third of its flanged 
periphcjy, of the top section provided with a 
doable bracket at one side over the cog-t^etli, 
having a vertical shait provided at its lower 
end with a cog-pinion engaging the cog-teeth 
on the base-section, and at its npi>er end with 
a miter-pinion meshing with a miter-pinion on 
the front end of a horizontal shaft in said dou- 
ble bracket, and extending to and connecting 
with asteeriiig-shafi:, substantially asapecified. 

4. In a traction-engine, the combination, 
with the base-section of the turn-table, having 
thecenti-al opening and the vertical rim-flange, 
and bearings connecting it with the front axle, 
of the top section having a downwardly-pro- 
jecting liollow journal and recesses in its un- 
der face, provided with friction-rollers having 
integral journals, the peripheral flange on the 
top section, and the shouldered guides secured 
to the base section, substantially as specified. 

303,516. ANDREW J. HOAG, Battle 

Creek, Mich., assignor to Nichols, Shep- 

afd & Co., Michigan. Traction-Engine. 

Filed June 9, 1884. Patented Aug. 12. 

r884. (No model. ^ 

My invention relates to an improvement in 
the manner of supporting the boiler upon the 
axle, whereby the operating paita raonnted on 
the boiler are relieved of Uie injurious effect 
consequent on the jarring of the machine in its 
movements over rough roads or in 'coming in 
contact with obstructions; and to this end my 
invention consists in the combination, with 
the crank-axle on which the traction -wheels 
arc mounted, having a yielding connection 
with each side of the boiler through support- 
ing-brackets connected thereto, of a yielding 
support for the boiler, arranged centrally of 
the axle, for removing tbe strain from the side 
brackets and forming a central support on the 
axle for the boiler. 

It further consists in a novel construction of 
supporting-bracket for the central springs, 
whereby s;tid springs may be made of a length 
to provide for proper elasticity without pro- 
jecting below the axle. 

It further consists in the combination, with 
the axle, of a supporting-bmcket straddling 
the axle centrally of its length, and provided 
upon each side with projecting supports foi 
permitting the use of a spring upon each side 
of theshxle, upon which the boiler mav rest. 

1. The axle made in crank or inverted-arch 
form, having a yielding connection with each 
side of the boiler, in combination with a yield- 
ing vertical support for the boiler arranged 
centrally of the axle, substantially as and for 
the purpose described. 

2. The bracket for the central spring, strad- 
dling the axle, and having a lug projecting 
from the depending end for fclie support of the 
spring on which the boiler rests, substantially 
as and for the purj^ose described. 

3. The comDinationofthe axle with the sup- 
porting-bracket straddling the same, and pro- 
vided on each side with projecting supports 
forthe boiler-supporting springSjSubstantially 
as and for the purpose set forth. 

303,823. FRANK L. FAIRCHILD, Mt. 
Vernon. Ohio, assignor to C. & G. Cooper. 



same place. Traction - Engine. I'iled 

May 22, 1784. Patented Aug. 19, 1884. 

(No model; 

These improvements mainly relate to ihc 
urrangoment and manner of snpporting the 
main or driving axle of the engine, and to the 
construction and arrangcmentof the platform 
at the rear of the engine. The main or rear 
axle on which thcdriving-whccls arc monntcd 
is placed ^n rear of the fii-e-box, and is sup- 
ported iu journal-boxc; carried by a stirrtip- 
brackct which pjusses beneath and around the 
under part of the boiler, so as to form in ef- 
fect a bed in which the rear part of the boiler 
rests. Power is transmitted to the driving- 
wheels through a single inclined shaft-, whicii, 
at its upper end, gears with the engine shaft, 
and at its- lower end engages the compensat- 
ing-gcarof the driving-wheels. TlieiUatform 
is made hollow, so as to constitute a water- 
tank, and is sujiportcd and carried by the stir- 
rup-bracket above referred to, its connection 
therewith being of such a' nature that it <'4\n 
be readily removed when desired. The im- 
provements result in the production of a sim- 
ple and ofTicient road engine and motor. There 
are fewer purls to keep in repair than in or- 
dinary rond-engines. Thewhoiearningement 
is compact and convenient, and the weight is 
about evenly divided between the front and 
rear axles, thus insuring tractii'e powoi- and 
enabling the eiiginc to more easily pass over 
obstruccions. 

1. The combination, with the boiler and tlie 
main or rear axle, extending across in rear of 
said boiler, of the stirrup-bracket extending 
beneath the boiler and formed to fit aronnd 
and upon its rear end and sides, and provided 
with journal boxes or bearings for the axle, 
substantially as and for. the purposes herein- 
before set forth. 

2. The combination of the boiler, tlic stir- 
rup-bracket supporting said boiler at its rear 
end, and main or rear axle having bearings 
in said bracket, and extending across in rear 
of the boiler, the driving-wheels and compen- 
sating-gcar carried by said axle, the inclined 
shaft I, and the engine-shaft E, these parts 
being arranged together substantially in the 
manner hereinbefore set forth. 

3. The combination of the boiler, the stir- 
rup-bracket forsapportingsaidboiIer,andthe 
hollow platform-tank detachably connected to 
said bracket, sobstantially ashcreinbeforedc- 
scribed. 

4. The boiler-sujiporting stirrup -bracket 
provided with lugs or ears for receiving the 
platform-tank-holding bai-s and rods, in com- 
bination with the platform-tank and the bars 
or rods connecting the same to the bracket, 
snbstantially as and for the pdrposcs herein- 
before set forth. 

rt. The combination of the stirrup-bracket, 
the boiler and platform-tank supported by 
said bracket, andtheniainorrearaxlemount- 
ed in boxes or bearings on said bracket, sub- 
stantially as and forthe purposcshereinbefore 
set forth. 

306,403. OLIVER W. KELLY and 
LOUIS F/ DIETER, Springfield, Ohio, 
assignor to the Springfield Engine and 
Thresher Company, same place. Trac- 
tion-Engine. Filed Mar. 4, 1884. Pa> 
ented Oct. 14, 1884. (No model.) 
L The combination, with the compensating 
;neehanisinof atmctiou-engine, of a compound 
elastic geai- composed of a center portion or 
spider, an outer toothed rim capable of a ro- 
tary movement about said spider, springs 
placed centmlly in and inclosed by said com- 
pound gear for connecting said rim and spider, 
and pillions journaled in said spider in the 
san>e plane with said springs, said pinions be- 
iijg adapted to engage on either side with .the 
respeoti\"e compensating -geai-s, whereby an 
elastic rotary strain is tr.insmitted centrally to 
said pinions and equally upon the respective 
conipensatiug-gears,substantial]y as specified. 

2. The combination, with an outer toothed 
riiu, by provided on its inner surface with lugs 
/, and a spider, c, provided with pockets rf, 
into which said lugs project, of sjirings c, ex- 
tending each way from the Fugs /', and pvo- 
vided at each end with clips adapted tooscil 
lare iu bearings iu the said lugs and in thu 
ends of the said pockets, respectively, substan- 
tially as and for the r^ui-pose set forth. 

3. X'le combination, with the toothed rim i, 
having lugs/, and the spider c, in-ovided with 
l>ockets d, of the sm-iugs e. clips or supports c' 
f^: and bolts c". each of said clips e' being pro- 
vided with trunnions €*, adapted to fit in bear- 
ings in said lugs/, and eachof said clips e* being, 
rounded off and seated in bearings in the ends 
of said pockets d, snbstantially as set forth. 

4. In a traction - engine, the combination, 
with the traction-wheels adapted to turn iiide- 
pendentlj- of each olL 'rand a vcAdlving clutch 
adapted to connect said wheels, so they will 
turn rieidly together, of a stationary hand- le- 



'ver supported independently of tbe revolving 
mechanism, and means for connecting said le- 
ver and clutch, \\liereby said clutch may be 
engaged or disengaged by said stationary le- 
ver, substantially as specified. 

5. The combination, with the axle C, hav- 
ing the gearwheel J and clutch L,3ecured rig- 
idly thereto, the gear-wheel I,adapted to turn, 
loosely abont said axle.and the tract ion -wheels 
I) and J>', normally connected to the said 
loosely-turning gear I and to the axle C, re- 
spectively, of the hjnd-leverX,sui(ported sta- 
tionary on the end of said axle, and the pins 
k t, connected to s;ud h-vei', said pins being 
supported in bearings in wheel D, and adapted*' 
to t>e moved into or out of engagement with 
said clntch L, substantially as specified. 

6. In a traction-engine, the combination, 
with the traction-wheels D and D', adapted to 
be independently connected to the respective 
C3mi>ensating-geais I and J. of a clutch and 
iitationary le\er adaptod t<> connect both of 
said traction-whe*iIs and compeusating-gears 
rigidly to the axle without stopping the en- 
gine, substantially as specified. 

7. The combination, with the traction- wheel 
D, inountedlooselyontheaxleC, and provided 
with bearings for the pins /: k, and the clutch 
L, scenrcd rigidly to said axle, of the sliding 
collar /, to which the pins /; /.■ are attached, 
the hand-lover N, and means for connecting 
said lever to said sliding collar, substantially 
as and for the purpose set forth. 

S. The combination, withthetraction-wheel 
D, mounted loosely on the axle C. the clutch 
L, secured rigidly to said axle and having the 
gear I,jonrnaled thereon, said gear being pro- 
vided with the holes k' k\ of pins k k. sliding 
in bearings in the wheel D, and adapted to 
engage with said clutch L, aqd to counect or 
disconnect said gear I with sfiid wheel D, sab- 
stantially as specified. 

9. The combination of the wheel D, clutch 
L, axleC, sliding collar ?, pinsifc, grooved col- 
lar r, plunger T, key T, collar O, and lever :X, 
substantially as and for the purpose specified. 

307,265. ALBERT P. BROOMELL, 
York. Pa. Traction-Engine. Filed Aug. 
29. 1884. Patented Oct. 28, 1884. (No 
model. J 

jny invention relates to certain improve- 
ments in traction-engines, aud Iras for its ob- 
je.i '0 providebetterand more eficctive means 
for guiding than has heretofore been employed, 
the guiding of my engine being accomplished 
by its own power and requiring the perform- 
ance of no manual labor on the part of the en- 
gineer. It has for a further object to provide 
a strong changeable gearing, whereby a^ast 
or slow motion can be attained, as desired. 
jMost traction-engines have, heretofore been 
guided by turning the front- wheels, aud when 
used for heavy hauling or plowing, as with 
gang-plows, the action of the engine has a 
tendency to lift the forward portion, leaving 
little weight on the front wheels, and often 
raising them from the ground; and when the 
front wheels are turned for the purpose of 
guiding there is riot sufficient weight to make 
Uiem take hold ofthe ground and turn theen-- 
gine, and it frequently happens that the front 
wheels will turn at quite an angle withoiit af- 
fecting the course. Tbe harder the work to 
be done the greater this tendency to lift the 
forward wheels. This trouble is particularly 
noticeable in engines used for plowing. If one 
of the outside plows of a gang happens to 
strike an obstruction, it will often i>ull the en- 
gine out of its course. 

These difficulties are all overcome by my 
improvements, which consist', essentially, in 
guiding the engine entirely by the driving- 
wheels, suitable gearing being used whereby 
the driving-wheels can be rotated both to- 
gether or separately. When rotated sepa- 
rately, the still wheel acts as a pivot around 
which the engine is turned. The engine can 
thus be turned end for end within its own 
length. The wheels always have sufficient 
weight upon them to insure their taking hold 
of the ground, no matter how hard the work to 
be done, and the engineer performs no manual 
labor omer tnau to inovesnitable levers, which 
throw either wheel in or out of gear, the space, 
time, and labor required in turning being re- 
duced to the miniuHim. The changeable gear- 
ing for regulating speed also consists, essen- 
tially, of a pinion within a pinion, and an in- 
termediate pinion, all connected with the op- 
erative mechanism, and means for throwing 
the intermediate pinion in and out of gear, 
wTiereby a fast or slow motion is available, as 
desired. 

1. In a traction-engine, a main axle, two 
main driving-wheels, one keyed to the axle, 
the other mounted loosely on the same, a gear- 
wheel keyed to the axle, aud a gear-wheel 
ke3*''d to the hob of the loose wheel, a coun- 
ter-siiaft connected by suitable gearing with 
tbe dr'ving-engine, pinions mounted loosely- 



TRACTION ENGINES. 



615 



on the'couDter-9baft and meshing with llie 
gear-whesls, and suitable cinlclies fov throw 
iDg said pinions in and out of ge.nr i^ith the 
couQter-shaft, all arranged and operating sob- 
stautiaily as and for the purpose shown aad 
described. 

2. In a traction-engine, tlie driving-^vheei 

E, keyed to the axle E, and the diiving-wheol 
"P', moauted loosely on said axle, the gear- 
wheel G, keyed to the axle E, and gear-wheel 
G', keyed to the hub of the loose wheel F, in 
combinatioD with the cinuter-shaft T, con- 
nected by suitable gearing with the driving- 
engine, the pinions H H', mounted loosely on 
Baid shaft I, and meshing with the gear-wheels 
a G', and clutches K K', for throwing said 
pinions in and out of gear with the shaft I, 
substantially as shown and described, as and 
for the purpose set forth. 

3. In a traction-engine, the caster-wheel 0^ 
the driving-wheel F, keyed to the axle E, and 
the driving-wheel K, mounted loosely on said 
axle, the gear-wheel G, keyed to the axle E, 
and gear-wheel G', keyed to the hub of the 
loose wheel F*, in combination with the coun- 
ter-shaft I, connected by suitable gearing with 
the driving-engine, the pinions H H', mbnnted 
loosely on said shaft I, and meshing with the 
gear-wheels G G', and clutches for throwing 
said pinions in and oat of gear with the shaft 
I, substantially as set forth. 

4. In a traction-engine, the driving-wheel 

F, keyed to the axle E, and the driving-wheel 
I", mounted loosely on said axle, the gear- 
wheel G, keyed to the axle E, and gear-wheel 
G', keyed to the hub of the loose wheel P", in 
combination with the counter-shaft I, th? spnr- 

■ wheel /, pinion d. sleeve b, and crank shaft D, 
and the pinions H E', njounted loosely on the 
shaft I, meshing with the gear-wheels G G', 
and clutches K K', for throwing said pinions 
in and out of gear with the shaft I, snbstan 
tially as shown aad described. 

6. lu a traction engine, the driving-wheel 
P, keyed to the axle E, and the driving-wheel 
P", nionnted loosely on said axle, the gear- 
wheel G, keyed to the axle E. and gear-wheel 
G', keyed to the hub of tlie loose wheel P*, in 
couibinaticnwith the counter-shaft T, tbespnr- 
wheol /, pinion (2, sliding on sleeve 6, the pin- 
ion c, crank -shaft D, arms g ff, pinion j, and 
pinions H H', mounted loosely on the shaft I 
and meshing with the g<^ar-wheels G G', and 
clutches K K', for throwing said pinions H H' 
in and out of gear with the shaft I. all nr- 
ranged and operating substantially as shown 
and described. 

6. In a traction-engine, a crankshaft snr- 
rounded at oneend by a 8leeve,being provided 
withapiuion on one end and key-seats, a lat- 
erally-movable pinion surrounding sai^ sleeve 
and provided with suitable Ings for engaging 
with the key-seats inthesleeve, in combination 
with a spnr-wheel mounted on a suitable shaft 
connected by gearing with the driving-wheels, 
and suitable arms holding an intermediate 
pinion adapted to mesh with the spur-wheel 
and pinion formed on the end of the sleeve, 
all arranged and operating to the end that a 
fast or slow motion may be imparted to the 
engine. 

7, In a traction-engine, the crank shaft D, 
sleeve 6, surrounding said shaft, and provided 
with a pinion, c, in one end, and longitudinal 
key-seats, and the pinibh d, mounted upon 
and sliding over the sleeve & and pinion c, and 
provided with lugs which engage with the' 
key-seats ia said sleeve A, in combination with 
the spur-wheel /, mounted on the shaft I, and 
the arms g g, carrying the .pinion i, adapted to 
mesh with the spur-wheel / and pinion c. all 
arranged and operating substantially as shown 
and described. 

307,398. OLIVER W. KELLY and 
LOUIS F. DIETER, Springfield, Ohio, 
assignors to the Springfield Engine and 
Thresher Company, same place. Trac- 
tion-Engine. Filed Aug. 25, '1884. Pat- 
ented Oct. 28, 1884. (No model.) 
it iias become common m traction-engines 
to use a compensating mechanism through 
which the power to drive the traction-wheels 
is Irausuutled. This compensating mechan- 
ism is adapted to transmit the power to the 
traction. wheels equally when the engine is 
moving in a straight line, but in changing di- 
rection, as in turning corners, &e., a compen- 
sating movement is effected, by which one 
wheel is permitted to turn faster than the 
other or to stop entirely while the otherwheel 
is rev.olved. The mostcommon way of attach- 
ing the compensating mechanism i3 to place 
it directly on the main axle, to which one of 
the traction-wheels is rigidly secured, the 
other traction-wheel being adapted to turn 
loosely on the axle. An independent connec- 
tion between the compensating mechanism and 
the respective traction- wheels is accomplished 
by securiUj^ one of the oompenso ting-gears rig- 
idly to the axle, the other being connected to 



the loose traction-wheel and adapted to turn 
looselj upon the axle. By this construction, 
however, all shocks or jars occasioned by 
the traction-wLeels running over protruding 
stones or in passing over rough or uneven 
ground is transmitted directly to thecompen- 
sating-gear, bringing a heavy strain thereon. 
By onr invention herein described we have 
sought to overcome I his difficulty by a novel 
arrangement of the compensating mechanism 
on a sleeVe placed around the axle in combi- 
nation with springs, whereby the entire driv- 
ing-gear, inclndijg engine and boiler, is sup- 
ported from the main axi6 by an elastic or 
yielding support adapted to cushion the jars 
or jolts upon the traction-wheels and thus re- 
lieve the gearing from the strain occasioned 
thereby. Means are also provided for trans- 
mitting an elastic rotary strain from the mo- 
tive power to the traction- wheels, so that the 
strain upon the gear'ng dae to the varying 
conditions under which the engine must work, 
is reduced to the niinimnm. 

1. A sleeve around the axle and a compen- 
sating mechanism on said sleeve, in combina- 
tion with the springs//, substantially as and 
for the purpose set forth. 

2. In a traction-engine, a sleeve around the 
axle, springs supporting the said sleeve, a 
compensating mechanism on said sleeve, and a 
connection between the' corapensating-geara 
and the respective traction-wheels,- said con- 
nection being adapted to' permit of a vertical 
movement of said axle in said sleeve, substan- 
tially as and for the purpose set forth. 

3. The combination, with side frames at- 
tached to the toiler, said side frames being 
provided with Openings for the axle-bearings, 
which slide therein, and springs placed be- 
tween said bearings and frame of the sleeve 
secured to the said side frame and adapted to 
form a bearing for a compensatinggear and, 
axle passing through said sleeve, and means, 
substantially as set forth, for connecting the 
compensating-gear to the respective traction- 
wheels on said axle, as specified. 

4. The sleeve around the axle, springs sup- 
porting said sleeve, a compensating mechan- 
ism on said sleeve, an elastic connection be- 
tween said compensating mechanism and the 
engine-shaft, itnd means permitting of a yer- 
tical movement of the axle for connecting the 
compensating-gearsto the respective traction- 
y/heels, substantially as set forth. 

5. The combination, with the sleeve around 
the axle, and springs supporting said sleeve, 
of a cUitch-plate and traction-wheel secured 
rigidly to said axle, and a traction- wheel loose 
upon said axle, of a ccmpensatihg mechanism 
on said sleeve, and links for connecting the 
compensating - gears to the loose traction- 
wheel and the clutch-plate, respectively, sub- 
stantially as and for the purpose set forth. 

6. The combination, with a sleeve around 
the axle, and springs supporting said sleeve, 
of an inner compensating-gear having a wrist- 
plate secured thereto, said gear and wrist- 
plate being journaled on said sleeve and adapt- 
ed to form a bearing for an elastic gear, and 
the outer compensating-gear, bevel-pinions in 
said elastic gear adapted to engage on either 
side with the respective compensating-gears, 
and means for connecting the compensating- 
gears to the respective t'^a^tion-wheels, sub- 
stantially as and for the purpose set forth. 

7. The combination, with traction - wheel 
adapted to turn loosely upon the axle, a clutch- 
plate secured rigidly to said axle, and pins 
adapted to slide in bearings through the hnb 
of said traction-wheel, of the cam-collar pro- 
vided on its periphery with cam-projections 
engaging with said pins and adapted to bring 
said pins 'Uto engagement with said clutch 
when revolved in one direction and withdraw 
said pins when revolved in the opposite di- 
rection, substantially as and for the purpose 
set forth. 

8. The combination, with the traction-wheel 
loose on the sxle, the clutch secured rigidly 
to the axle, sliding pins in said traction-wheel 
adapted to engage with said clutch, and a cam- 
collar for moving said pins, of catches and 
springs for holding said cam-collar in different 
positions, substantially as and for the pur- 
pose set forth. 

9. The combination, with the main axle- 
bearing, of side fi-ames provided with slides 
for said bearing, said side frames being com- 
posed of two parts, one of which is secured 
directly to the boiler and adapted to receive 
the forward thrust of said bearings, substan- 
tially as and for the purpose set forth. 

307,771. NELL JOHNSON, JOHN J. 
JOHNSON, and EDWARD JOHN- 
SON, Noshotah, Wis. Traction-Engine. 
Filed Feb. 28, 1884. Patented Nov. 11, 
1884. (No model.) 

Our invention relates to improvements in 
portable steam-engines, and pertains to the 
devices and their adjustment for commnnieat- 



ing motion from Ihc crankshaft to the trac- 
tion-wheels, whcreljy the engine may bo pro- 
pelled from pl.iec to place by the applicatiou 
of steam-power. 

1. lu a traction-engine, the combination, 
with the sides of the boiler, of the supporting- 
brackets 1 1, rigidly affixed to the sides of the 
boiler, said brackets having slots S S, the ad- 
justable jourual-beariiigi; J J, bolts and nuts R 
R, the shaft O, and the meclianism driven 
thereby, substantially as and for the purpose 
set forth. 

2. In a traction-engine, the combination, 
with the respective ends of shaft O, interposed 
between and connected by chains and gear8_ 
with thecrank-shaft of the engine and thcshaft 
or axle of the traction-wheels, of the sprocket- 
wheels P, consisting, respectively, iuthedisks 
T T, keyed rigidly to the supporting-shaft O, 
pawls If, and annulus U, havingsprocket-teeth 
V and ratchet. teeth a a. said sprocket-wTieels 

beingadapted to commnnicatcaforward move- 
ment to the rear traction-wheels as they are 
rotated forward, and to permit said rear trac- 
tion-wheels tomoveforwardwhendrawn with- 
out moving the engine, substantially as and 
for the purpose specified. 

3. The combination of shaft O, disks T T, 
rigidly keyed on saidshaft, annulus XT, adapt- 
ed to revolve both with and independently of 
said disks, witli the piu or key A", adapted 
to be inserted through key-hole A', provided 
therefor through said annulus and disks, 
whereby said disks and annulns are locked to- 
gether, substantially as and for the purpose 
specified. 

310,443. OLIVER W. KELLY and 
LOUIS F. DIETER, Springfield, Ohio, 
assignors to the Springfield Engine and 
Thresher Company, same place. Trac- 
tion-Engine. Filed Sept. 1, 1884. Pat- 
ented Jan. 6, 188,i. (No model.) 

1. The combination, with the front axle and 
the sleeve thereon, of the socket on said sleeve, 
the spring-case provided with the ball-shaped 
end adapted to turn in said socket, and the 
spring supporting the boiler on said spring- 
ease, substantially as set forth. 

2. The combination, with thefrontaxle and 
the sleeve thereon, of the socket on saidsleeve, 
the ball-shaped spring-case adapted to turn in 
said socket, the outer casing secured to said 
boiler, and provided with guides for said 
spring - ca.sc, and the spring supporting the 
boiler on said spring -.case, substantially as 
specified. 

3. The combination, with the front axle and 
the sleeve thereon, of thesocketon saidsleeve, 
the ball-shaped spring-case adapted totnrn in 
said socket and to form abeariug for a spring 
supporting the boiler thereon, an outer casing 
provided with guides for said spring-case and 
a hand-screw for lightening said sprin° case 
on said guides, substantially a.s set forth. 

4. The combination, with the front axle, of 
the ball-and-socket connection from said ax.le 
to the boiler, a frame supporting the traction- 
wheels, and a push-rod connecting said frame 
and axle, said push rod being connected to 
said frame by a coupling, in which the end of 
said push-rod is juunialed, substantially as set 
forth. 

5. The combination, with the front axle, of 
the sleeve supported thereon, a socket on said 
sleeve, a ball .shaped connection from thehoil- 
er adaptcdto turn in said socket, and the pin 
passing through said ball, socket, axle, and 
sleeve, substantially as set forth. 

(1. Thecomhination,with the boiler and axle, 
of a socket on said axle, a ball-shaped spring- 
support adapted to turninsaid socket, aspring 
between said spri;)g - support and boiler, 
gnides for holding said spring-snpport from 
t'urning, and means for tightening said sup- 
port on said guide.", substantially asspecified. 

7. The combination, with the boiler and 
sleeve, aspring-connection between said boiler 
and sleeve, of tlie axle passing through said 
sleeve, a push-rod connected to said axle, and 
a pin passing directly through said sleeve, 
push-rod, and axle, substantially as specified. 
• 8. The combination, with thefrontaxleanrt 
sleeve, supporting a ball-and-socket connec- 
tion thereon, of a spring supporting the boiler 
on said ball-and-socket connection, a fr.ame 
adapted to support the traction-wheels, and a 
push-rod connecting said frame and axle, sub- 
stantially as and for the purpose set forth. 

310,868. REUBEN H. ANDREWS, 
Washington, D. C. Tricycle. Filed Mav 
16,188-1. Patented Jan. 2(1, 188S. ( Ko 
model.) 

The object of the invention is to provide a 
simple changeable gear-driving apparatus; 
also an improved steering-handle; also a con- 
nection from the steering-handle to the drive- 
wheels, whereby one wheel may be thrown out 
of gearinronndingacurner; alsoan improved 



616 



TRACTION ENGINES 



seatj also an improved device for disconnect- 
ing or removing the wheels; also certain de- 
tails of construction, all of ■which will be here- 
inafter summarized in the claims. 

1. The combination, with the driving-shaft 
of a tricycle, of a i^tchet driving-gear, a two- 
armed pedal-lever, one i.rm extending to the 
pivot, the other forming an arc-shaped exten- 
sion provided with a series of catches, and 
belt-connections from the ratchet mechanism 
to the catches on said lever, as set forth. 

2. The combination, with the driving-shaft 
and ratchet - connections, of the pedaMever 
having its pivot at 11, and the extension-arm 
9, provided with a series of hooks, and'al>elt 
connecting the ratchet mechanism around a 
pnlley with one of said hooks, as set forth. 

3. The combination, with the driving-shaft 
and a clutch-coupling attached to the wheel, 
of a wedge which when shifted serves to un- 
couple the clutch, and a train of mechanism, 
substantially as described^ whereby the wedge 
is moved by the movementof the steering-bar. 

4. The combination, with thesteering-wheel 
of a tricycle, of a steering-bar having a hinge- 
joint, 20, and a pin, 21, on the side of the bar 
opposite the hinge, whereby thehandle of the 
bar may be swung in one direction, bjt have 
a double bearing when straightened, substnn 
tially asset forth. 

.I. The seat described, consisting of stand- 
ard or casing 44, having internal spring,. 45, 
the upright 46, the spindle 47, longitudinally 
adjustable, as described, and the seat 51, all 
combined and arranged in a vehicle, as set 
forth. 

6. The combination, with the standard 44, 
of the inclosed spring 45, the upright 46, hav- 
ing lugs which project into slots in the, stand- 
ard, the screw-threaded spindle 49, the gini- 
bal-frame supported thereby, and the adjust- 
able seat on the gimbal-frame, all constructed 
and relatively arranged substantially as set 
forth. 

7. The combination, with the frame and re- 
volving axle, of a catch to lock the two to- 
gether to prevent rotation of the axle, sub- 
stantially as described. 

310,980. FREDERICK W. BOHN, Wa- 
basha, Wis. Traction-Engine. Filed 
Mar. 31, 1K84. Patented Jan. 20, 188,o. 
f \() model . ) 

This jiivention relates to iruprovenieuts in 
the locomotion, guidance, and construction of 
traction - engines; and its objects are, fii-st, 
to induce and regulate locomotion by means 
of a serew-traction; secondly, to guide the 
engine by means of a tiller-wheel convenient 
to the hand of the engineer; and, thirdly, to 
elevate or depress the head of the boiler con- 
formably to the contour of the ground upon 
which the engine is traveling, so as to keep 
the jlre-tubes surrounded by water along their 
whole length. 

1. The combination, in atraction-engine, of 
the main or driving shaft thereof with the Uey 
a, the bevel- wheel B. the bevel-pinion C, the 
shaft D,the worm F, Ihc gear-wheel G, the 
shaftH, the pinions 1, and the cog-wheel K.all 
as hereinbefore described, for the purpose of 
communicating and regulating motion in and 
to the driving-wheels of such an engine, as 
hereinbefore set forth. 

2. The combination, in a traction engine,ol 
the gnide-wheels T, mounted noon an axle- t^ 
which turns upon a pivot, ^, the hounds O, 
uniting in a loop, p', and .provided with a col- 
lar, o",thebar B, supporting said hoands,and 
the rope K, secured at both ends to said loop 
and guided by pulleys n to and wound open 
a windlass, Z, attached to the tiller-wheel L, 
which is mounted inthe ordinary manner upon 
an axle or shaft supported by and journaled 
in suitable standards, whereby from the wind- 
ing and unwinding of said rope npou said 
windlass a turning motion is given to said 

■guide-wheels, all as hereinbefore described. 

3. In traction - engines, the combination 
consisting of the hand-lever U, the ratchet V, 
the spring-pawl v, the connecting-rod WiWith 
the sliding collar w and screw w', tlie roller- 
bar X, with lever x, the convexed feet T,and 
the how ?, with arms s, cylinders/, and notches 
«", all as herein described, for the purpose of 
etevatiug and depressing the front end of the 
boiler to preserve a proper level of wat«r with- 
iu the boiler when ascending or descending, 
sloping ground. 

311,530. FRANCIS W. ROBINSON, 
Richmond, lud. Traction-Engine. Filetl 
Mar. 14, 1884. Patented Feb. 3, 1885. 
(No model.) 

My invention relates t<J that class of roaa 
or traction engioes- in which the boiler, with 
the fire-box and attjichmeuts, is suspended 
upon coiled springs which rest upon the rear 
uKle; and it consists in the improved com- 
bination and arrancement of the parts, ai 



more fully hereinafter described, and pointed 
cut in the claims. 

1. The combination, in a road-engine, of the 
axle J, passing under the fire-box of the boiler, 
the housing h, having a slotted base-plate, h,, 
in which the vixIeplays,andthesprings,located 
in a circnlar recess in said housing, the base- 
plate of the housing bei ng iiisteiied to the boiler, 
substantially as speciied. 

2. The combination, inarcadengine, of the 
axle Jy passing under the fire-box of the boiler, 
the housing h, having a longitudinal groove, 
ff, on its lower side, and a slotted b^e plate, 
/*, in which the axle plays, the si.ring s. lo- 
cated in a circular recess in the said housing, 
and the bar e, secured under the axle by 
means of rods d^ passing through said bar and 
through Ings on the housing, the base-plate 
of the housing being fastened to the boiler, 
substantially as specified. 

312,630. JOHN C. HARKER, Grand 
Junction, la. Traction-Engine. Filed 
Dec. 14, L883. Patented Feb. 24, 18«.i. 
( No model.) 

This invention relates to certain new and 
useful improvemeijtsin traction-engines; and 
it has for its objects, first, to provide 'mech- 
anism whereby the speed of the engine may 
be decreased and its. power increased, or vice 
versa; second, to provide means which shall 
enable the engine to travel, over soft, plowed, 
or boggy ground. 

With these ends in view the first object of 
my Invention is carried out by mechanism 
which consists, essentially, of a worm-shaft 
adapted to receive rotation through suitable 
gearing from the engine-shaft, and mounted 
in close proximity to a combined worm-gear 
and face cog-wheel mounted on the axle, this 
shaft being provided with a beveled pinion, 
which, through a beveled and face cog-idler, 
meshes with the cog on the axle, the worm 
meshing with the worm-gear of said cog-wheel, 
the said pinion and worm being adapted to 
engage the worm-g^r and cog-wheel, at dif- 
ferent times. This wheel is loosely mounted 
on the axle, and carries two beveled pinions, 
which mesh with two beveled gear-wheels 
mounted, respectively, rigidly npou the axle 
and the hub of ote of the wheels. 

The second object is carried out by an end- 
less track provided with strips which break 
the joints between the sections which consti- 
tute the track. 

1. m a traction-engine, the combination, 
with a rotating shaft carrying a worm-screw, 
of the woi^u-gear carrying beveled pinions 
and mourned upon the axle, and the beveled 
gear-wheels mounted one upon the axle and 
the other upon the hub of yne of the wheels. 

2. In a traction-engine, the combination, 
with a rotating shaft cari^ying a beveled pin- 
ion and a woim-screw, and the beveled and 
cog face idler, of the eoL;ibined worm-gear and 
face cog-wheel carrying beveled pinions, and 
the beveled gear-wheels mounted one upon 
the axle and the other on the hub of one- of 
the wheels, the said beveled pinion and screw- 
worm being adapted to be thrown in and out 
of gear to change the speed and power of the 
engine, 

3. In a tracdonenginei the combination, 
with arbtatingsbaft having flexibly-connected 
sections capable of sliding in its bearings,and 
provided with a beveled pinion, of the beveled 
and cog face idler the cog-wheel carrying bev- 
eled pinions, and the beveled gear-wheels 
mounted theonenpontheaxleandtheothernp- 
on thehnbofoneof thetraction-wheels, where- 
by speed may be applied to the guiding-axle. 

4. In. a traction-engine, the combination, 
with the rotating shaft having flexibly-con- 
nected sections capable of sliding in its bear- 
ings, and a worm-screw, of the worm-gear car- 
rying beveled pinions engaging with beveletl 
cog-wheels iuounted the one upon the axle and 
the other upon the hub of one of thetraction- 
wheels. 

5. In a traction-engine, an endless track 
consisting of a peries of elongated sections 
flexibly connected together,and provided with 
series of elongated supplemental sections at- 
tached to the main sections and extending 
across the joints sufficiently to prevent the de- 
pression of the track as the wheels pass over 
the joints. 

6. An endleos track provided with supple- 
mental sections which break the joints be- 
tween the main sections, the said supplemental 
sections being pivoted to the main sections at 
the joints betweeu the same. 

7. Inatraction.engiae.theendlesstrackpro- 
vided with supplemental sections which break 
the joints of the main sections, the latter be- 
ing provided with obliquely-disposed cleatsor 
ribs. 

8. In a traction-engine, the combination, 
with the traction-wheels and the track-reel 
capable of moving with the, guiding-axle, of. 



"the endless track having supplemental sec- 
tions which break the joints of the main sec- 
tions. 

312,633. JONATHAN HERSHBER- 
GER, Walnut Creek, Ohio. Traction- 
Engine. Filed Mar. I'J, 1884. Patented 
Feb. ?4, 1885. (No model. 1 
The devices employed heretofore lor pro- 
pelling traction-engines are too namerons and 
complicated, involving unnecessary cost of 
manufacture and wear and friction in opera- 
tion. 

My invention consists oi such an engine 
provided with a system of propelling meeh-' 
anism composed of three gear-wheels only on 
each side of the boiler, combined with a drive 
crank-shaft and shifting devices, an construct- 
ed and arranged so that the engine may be 
propelled by eith'er one of the propelling sys- 
tems, or by both of them combined, as herein 
fully set forth. 

In a traction-engine, the comoinatlon. with 
the crank-shaft C, the grooved wheels C C, 
the pinions D D, and the pivoted bifurcated 
levers i d, connected directly with thegrooved 
wheels, of the intermediate wheels, F P, and 
the gear-wheels E B, attached to the traction- 
wheels of the machine, all coustrncted and 
arranged substantially as and for the purposes 
described. 

314,072. WILLIAM H. SNYDER, 

Waynesborough, Pa. Traction - Engine. 

Filed Dec. iO, 1884. Patented Mar. 17, 

1885. (No model.) 

My improvement consists of an attachment 
which I term a " furrow-pilot," adapted to be 
applied to the swiveling trnck of an ordinary 
traction - engine, when such engine is to be 
used for operating a gang of plows, the fnr- 
row-pilot being provided with a runner de 
signed to run in the last furrmv, whereby the 
traction-engine can be aatoraatieally steered 
by such furrow-pilot. 

1. A furrow-pilot for traction plbwiogen- 
gines adapted to be pivoted to the. swiveling 
truck thereof, substantially as and fot the 
l>urpose set forth. 

2. The combination, substantially as before 
set forth, of the swiveling truck of a traction 
plowing-eugine and the furrow-pilot pivoted 
thereto. 

3. The combination, substantially as before 
set forth, of the swiveling truck of a traction 
plowing- engine and the laterally-adjustable 
furrow-pilot pivoted thereto. 

4. The combination, substantially as before 
set forth, of the swiveling truck of a traction 
plo^ning-engine, the steering-gear, and the fur- 
row-pilot pivoted to the said truck. 

5. The coinbination, substantially as before 
set forth, of the swiveling truck of a traction- 
engine, the pilot pivoted thereto, and a hoist- 
ing rope or chain for lifting the pilot out of 
action. 

314,285. RANSOM S. ANGELL, 

Moorehead, Minn., assignor of one-half to 
Marshall A. Spooner and Frank D. Larra- 
bee, same place. Traction-Erigine. Filed 
July 1, 1884. Patented Mar. 24, 1885. 
(No model.) 

My invention relates to irapvoveraentyin 
traction engines or road-engines designed to 
draw loads on ordinary roads, or prairie gang- 
plows, or for analogous uses, and is intended 
as an improvement upon the engine patented 
to me August 14, 1883, No. 282,944. 

It also relates more particularly to the de- 
vice for coromunicating motion from the en- 
gine to the drive-wheels, and to an improved 
method of -constructing the forward or steer- 
ing wheels and steering device, as will herein- 
afte^ more fnllyapp'ear in the specification 
and be pointed out in the claims. 

In my former patent above mentioned I did 
not describe any specific engine or boiler, bnt 
claimed that any suitable one could be mount- 
ed on the carriage-bed of my device. In the 
present instance I will describe the attach- 
ments of the propelling mechanism with the 
drive-wheels by which my engine is propelled. 

1. In a traetiou-engme, the combination of 
the forward axle, C, the wheels P, the turning- 
post O, the double pulley O', the wire cableso, 
the braces t, and the slotted bolster T, all as 
described. 

2. In a traction-engine, the combination of 
the main shaft or axle B, the tumbling blocks 
e, the stop-rod L, and the booked rod/',with 
the drive-wheels E, aud the carriage bed or 
frame, as described. 

3. In a traction-engine, the combination of 
the jnain axle B, the tumbling blocks e, stop 
pin or rod L, hooked rod/*, the frame F, car- 
rying the drive-wheel and friction-rollers, and 
the endless track or tread, all as described. 

314,924. CHARLES ERVIN and ED- 
WARD E. ERVIN, Princeton, Ind. 



TRACTION ENGINES 



617 



Traction- Engine. Filed Feb. 5, 188S 
Patented Mar. 31, 1«85. (No model.) 
This iuvention relates to a mode of guid 
ing trai^tioQ-engines, and the object is acconi- 
pliished tbcouj^baQd by tne.in3 of a small cyl- 
inder cooneciiug with the boiler, a toothed 
piston-rod connectthg with a gear-wheel upon 
ti suitable shalt, and chaius or cords passing 
from said shaft to the axle of the forwan 
wheels of the engine, as will be bereinafte 
piore particnlaiiy set forth. 

A steam-cylioder connected to the boiler of 
a tiaetion-engiue near its forward end, and 
provided with a hand-lever^ for operating its 
cut-otf valves, a piston-rod with gear-teeth, a 
gear-wheel upon the end of a rotating cylin 
der, B, into which the teeth of the pistou-rod 
mesh, and chains d d', which connect said 
cylinder to the shaft of the forward carryiag- 
wheels of the engine, all for giving direction 
to the eoginc, snbstautially as set forth, 

316,774. ALFRED GREIG and RICH 
ARD H. SHAW, Leeds, and JOHN 
V/HITTINGHAM, Nantwich, England. 
Traction-Engine. Filed Feb. 20, 1885. 
Patented Apr. 28, 1885. (No model.) 
Patented in England July 30, 1884, No. 
10.780. 

This invention has for Its object improve 
ments in the locking and driving gear of trac 
tion-engines, steam-plow engines, and other 
engines of a MkQ nature. In an arrangemenr 
known as "Whittingham'sgear" the leading 
wheels of a traction-engine are driven withonl 
interfering with the locking of the axle. The 
aile is surrounded by a pair of rings and the 
parts are connected by gimbal-joints. The 
enter ring is supported upon rollers, and the 
power to drive the arie is applied to it. Thus 
while the axle is free to incline to accommo- 
date itself either to the inequalities of the 
road or to the steerage of the engine, the axle 
is compelled by the driving-gear to rotate con- 
tinuously. In "Whittingham's arrangement, 
however, the two leading wheels are, if not 
fast upon the axle, driven by ratchet or clutch 
arrangements, and consequently must, while 
jperating as driving-wheels, rotate at the same 
speed. The present invention provides tliat 
the two wheels on the fore axle may, while 
driving, rotate at different speeds, by whicb 
the steerage of the engine and its passage 
around curvesisgreaay facilitated. We effect 
this by connecting the inner ring of the gim- 
bal-joint with a tube surrounding 1*e axle 
and carryi ng a frame in ■which beveled pinions 
upon stud-axes are mounted. These axes are 
radial to the axle, and the pinions which they 
carry gear with two beveled wheels concentric 
with the axle ard one on either side of them. 
One of the beveled wheels is fixed to one or 
the road-wheels, which revolves loose on the 
axle, and the other beveled wheel is fixed to 
the axle. The axle passes from side to side of 
the engine through the driving-tube, and has 
one of the road-wheels fast upon it. The ro- 
tation of the beveled pinions then allow^ of 
the road-wheels to travel at different rates, 
^nd to accommodate themselves to the steer- 
age. The arrangement may be modified by 
mounting the beveled pinions upon studs ra- 
diating from the axle itself at the center there- 
to. The same studs then serve as the pivots 
connecting the axle with the inner ring of the 
gimbal. TheSe pinions engage with other 
beveled pinions formed or fixed at the inner 
ends of tubes surrounding the axle. These 
tubes pass right and left of the engine, and 
Upon them the two road -wheels are fixed. 
The outer ring of the gimbal has spur-teeth 
fapon it, and is driven by a pinion upon a 
horizontal transverse axis beneath the smoke- 
box of the engine. In some cases, in place of 
supporting the outer ring of the gimbal upon 
roUe.rs, we cause it to revolveas an axis within 
abeariug of large dimensions beneath the boil 
er of the engine at the smoke-box end. The 
ring then rests upon brasses, with "vhich this 
bearing is bushed. Beneath the bearing tTiere 
is a cup inclosing the under side of the wheel. 
This cup serves as a trough to contain oil to 
insure the effectual lubrication of the parts 
revolving in the bearing, . 

The combina*"ion, with the lockingand driv- 
ing gear of traction-engines, steam-plow en 
gines, and other engines of a like nature, of 
gimbalrrings interposed between the axle ano 
the body of the engine, and of differential 
toothed gearing interposed between the wheels 
upon the axle and the outer gimbal-ring, to 
which the driving power is applied, substan 
tially as described. 

317,722. HOWARD CAMPBELL and 
HORATIO N. LAfJD, Richmond, Ind., 
assignors to Gaar, Scott & Co., same 
place. Platform for Trac1ion-*Engine 
Filed Apr. 9, 1885. Patented May 12 
1885. (No model.) 



This invention relates to that class of trac 
tion-engines in which a removable platforn 
for the engineer or fireman is swung from 
the rear end of the boiler ; and the object of 
the ipveulion is to provide simple and effect 
ive devices for connecting such a platforn 
to thehoiler and relieviu^the occupant of tb. 
platform from the shaking and jarring of the 
engine or concussions arising during the trans- 
portation oi the engine. 

The invention consists in the construction 
and arrangement of devices, which will be 
hereinafter more fully described, and then set 
forth in the claims. 

1 . In a road or traction engine, the combina- 
tion of the boiler, the platform, and its sup 
porting-hars with the diagonal suspension 
rods carrying springs, substantially as de 
scribed. 

2. In a road or traction engine, the combina- 
tion, with the boiler having the upper and 
lower eyes, of the horizontal rails or bar* 
fitted into the lower lugs, the platform Sup 
ported directly upon said rails, and the diag- 
onal suspension-rods carrying springs, and 
iiooks engaging with the upper eyes ou the 
boiler, substantially as described, 

317,903. JOHN C. WHITE, Swatara, 
Pa. Traction-Engine. Filed Mar. 3, 1883 
Patented May 12, 1885. (No model.) 

1. A traction-engine having creeping-cloths 
or travelers C, guide-rollers Eand F, segment 
G, and gniding-wheel J, the said roller F be- 
ing adHistable in the slot of the segment G, 
whereby the said roller may be lowered and 
the travelers C brought in contact with the 
•gronnd for a gretitei- distance than when' the 
roller is raised, substantially as and for the 
purpose set forth. 

2. A traction-engine having travelers, ad- 
jnstable.gnide-roUers, a guiding-wheel revolv- 
ing in a pivot, a revolving drum placed at the 
rear end of the engine, and means connecting 
said dinm to the driving-shaft of the engine, 
substantially as and for the purpose set forth. 

3. A traction-engine having creeping-cloths 
or travelers O, pulleys B F, driving-rollers B, 
and guides G, substantially as and for the pur- 
pose set forth. 

319,344. GEORGE STRINGER, Au- 
burn, N. Y., assignor to Edgar M. Bird- 
sail, same place. Traction - Engine. 
Filed Mar. 19, 1885 Patented June 2, 
1885. (No model.) 

The object of my invention is to enable the 
operator to control the direction of travel ol 
a traction-engine when running by the power 
of steam, as in traveling from place to place, 
and also to provide means for enabling the 
boiler to ride upon a springxwhenever the en- 
gine is in motion, as in traveling from place 
to place, and then to enable the boiler to rest 
upon unyielding bearingswhenever the en- 
gine is in position for work at a given place 
as a stationary engine. 

1. In a traction-engine, the combination, 
with themainfrontaxle, F, the brackets E, the 
T-shaped castings D,forming the front wheel- 
axle, the detachable arms H H, link I, gear 

E, the endless screw L, and the rod and hand 
wheel, substantially as set forth. 

2. The combination of the main front axle, a 
T-shaped casting, D, a detachable arm, H, a 
bracket, E, and a bushing, Z, substantially as 
set forth. 

3. In combination with the main axle, a T- 
shaped casting, B, a bracket, E, and a detach 
able segmental gear, K, a rod, M, a yoke, E, 
with spurs engaging with the worm T, the 
worm-shaftQ, and apivoted bracket, V, where- 
by the endless screw and segmental gear can be 
engaged or disengaged, substantfally as set 
forth. 

4. The combination of the main front axle, 

F, composed of two bars, O and P, separated 
from each other in the middle, the boiler-sup- 
port 6, the brace-bar c, tho T-shaped support 
/7, pivoted to the main axle, but resting upon 
its top, and the spring-barrel and spring, sub- 
stantially as set forth. 

5. The combination of the main front axle, 
F, composed of two b^-s, O and P, separate4 
from each other in the middle, the boiler-sup- 
port 6, the brace-bar c, the T-shaped support 
g, pivoted to the main axle, but resting upon 
its top, the spring-barrel and spring, and the 
wedge I, substantially as set forth. 

320,743. ALBERT C. AMES, Chicago, 
111. Traction-Engine. Filed July 7, 
1884. Patented June 23, 1885. (No 
model. ) 

The object of tlie invention is lo improve 
the general construction and arrangementof 
the different parts of soch machines, and has 
particular reference to the improvements 
made in the driving mechanism, in the mech- 
anism employed in connection with the drive- 
wheels while turning corners, in the mechan- 



ism employed in ascending inclines, and in 
various minor details, all as will be fully de- 
scribed and claimed. 

1. The combination, with main shafts Hand 
snitable mechanism for di-iving the same, o( 
shafts X, connected by knuckle-joints to the 
main shafts, friction - wheels Y, friction fly- 
wheels Z, and traction-wheels E', as and for 
the purpose set forth, 

2. The combination, with mainshaftsMaud 
suitable mechanism- for driving the same, of 
shafts Xj connected by knucUle-joiuts to the 
main shafts and mounted iu uprights A', fric- 
tion-wheels Y, mounted npon said shafts X, 
fly-wheels Z, and traction-wheels E', as and 
for the purpose set forth. 

3. The combination, with inainshaftsMand 
snitable mechanism for driving the same, of 
sltafts X, connected by knuckle-joints with 
the main shafts and mounted in uprights A', 
frictioii-w'iecls Y, mounted on said shafts X, 
fly-wheels Z, traction-wheels E, and suitable 
mechanism for adjusting uprights A', as and 
for the purpose set forth. 

4. The combination, with uprights A', 
mounted in sliding blocks 5, 'of arms c, rod d, 
connected therewith, lover e, and suitable 
mechanism for holding said lever in a given 
position, as set forth. 

5. The combination, with uprights A', 
mounted in sliding blocks b, of springs n, 
arms c, i-od d, lever e, and suitable mechan 
ism for holding said lever in a given position 
as set forth. 

6. The uprights A', mounted in sliding 
blocks b, and suitable rod-connections with 
level's e, i u combi nation with said levers, blocks 
/, and suitable mechanism for sliding said 
blocks backward and forward, as set forth. 

7. The uprights A', mounted iu sliding 
blocks b, and suitable rod-counectious with 
levers e, in combination with said levers, blocks 
/, rods ft, provided with rollei«H, and cross-piece 
C, mounted upon the machine-frame, as set 
forth. 

320,752. EDGAR M. BIRDSALL, Au 
burn, N. Y. Traction-Engine. Filed 
Mar. 19, 1855. Patented June 23, 1885. 
(No model.) 

My improvements are particularly adapted 
to that class of traction-engines shown in my 
United States Patent No. 266,343, granted 
October 24, 1882,to which patent, for conven- 
ience of shortening description, I make this 
reference. 

The particular purpose of my improvements 
is to provide simple and convenient means for 
readily increasing or decreasing the speed of 
driving the traction-wheels by means of shift- 
ing gear connections such as I will now pro- 
ceed to describe in detail. 

It will be understood that traction-engines 
are provided with steam-boilers and traction 
and carrying wheels, and the ordinary steam- 
engine mechanism, such as illustrated iu my 
aforesaid patent; and I have therefore illus- 
trated no more in the accompanying drawings 
than is merely necessary to show the' particu- 
lars of my improvements. 

1. The combination, with the driven shaft 
C of a traction-engine, of the inclined shaft I, 
and connecting-gears, and the conpling mech- 
anism, substantially as and for the purposes 
set forth. 

2. The combination of the driven shaft C, 
severed at c, and- provided with a fixed sleeve 
upon one part and a sliding sleeve, E, upor 
the other, and spring and shipping-lever, ant 
an inclined shaft, I, provided with a fixed 
sleeve, V, all constructed and operating sub- 
stantially as set forth. 

321,005. GEORGE G. BUCKLAND, 

Tulare, Cal. Road-Locomotive. Filed 

Apr. 9, 1885. Patented June 30, 1885. 

(No model.) 

My iiivcution consists in a main frame, the 
forward portion of which is carried by pecu- 
liarly-mounted wide- rimmed wheels, which 
encircle and inclose a boiler and engine cai - 
ried by the frame, and from which the front 
wheels are driven by suitable power-trans- 
mitting mechanism. 

The rear portion of the frame is carried by 
smaller wheels peculiarly mounted in a piv- 
oted or swiveliog trock-fi-ame, and connected 
with the front wheels by jiower-transraitting 
mechanism, whereby all the wheels aredrivers. 

1. In a road-locomotive, the main frame A 
and traction-wheels B, having wide flanged 
rims, as described, in combination with the 
boiler C, located within the circumference of 
and between the wheels, and carried by the 
main frame, the engine D, supported by the 
boiler, and having shaft d, and power-trans- 
mitting mechanism connecting said shaftwith 
the wheels, substantially as herein described. 

2. In a road-locomotive, the main frame A, 
and the boiler and engine D, carried by the 

'rame, in combination with the wide fiaoged 



ei8 



TRACTION ENGINES. 



or rimmed wheels B B, encircli'Djj and inclos- 
iug boiler aud engine, the independent axles 
E, on which said wheels are loosely monntcd, 
a pivot-connection between the inner ends of 
the axles and the boiler, and a vertically- 
plaj'ing spring-connection between their enter 
ends and sides of the main frame, whereby the 
'wheels may adapt themselves to inequalities 
of surface, and power-transmittiii;; devices be- 
tween the engine and wheels, snbstantiallyas 
herein described. 

3. In a road-locomotive,the main frame A, 
and the boiler C and engine D, cariicd by the 
frame, in combination with the wide flanged 
or rimmed wheels I> H, encircling and inclos- 
ing boiler and engine, the independent axles 
E, on which the wheels arc loosely mounted, 
the grooved bearings c' on (he sides of the 
boiler, and jtins c, by which the inncrendsof 
the axles are pivoted to the boiler, the verti- 
cally-slotted bearings <" on the sides of the 
frame, in which the outer ends of the axles 
play, the sleeves / on the axles, aud springs 
F on the sleeves, connecting the axles witli 
the frame, for the purpose described, and 
power-transmitting devices between the en- 
gine aud wheels, substantially as herein de- 
scribed. 

4. In a road-locomotive, the main frame A, 
the boiler C, having bars r, by which it is suj)- 
ported from the main frame, aud the engine 
D, carried by the boiler, in combination with 
the axles E, carried by the main frame and 
boiler, the wide-rimmed wheels BB, mounted 
on the axles, and encircling aud inclosing the 
boiler aud engine, and suitable inpchauism 
for transmitting the power of the engine to 
the wheels, substantially as heiein described. 

5. In a road-locomotive, the main frame A, 
the boiler C, having bars c, by which it is sup- 
ported from tjie main frame, and the engine 
D, carried by the boiler, and having shaft d, 
in combination with the axles E, carried by 
the main frauie and boiler, the wide rimmed 
wheels B B on the axles, and encircling the 
boiler and engine, aud the power-transmit- 
ting mechanism consisliug of the annular 
gear-bands h' on thewhecLs, theconuter-shafl 
H on bars c, having pinions h, engaging 
gear-bands V, the pidleys h' on said shaft, the 
inilleys <l' on the dri\ ing-sliaft il, aud the belts 
,'i', connecting said pulleys, all arranged aud 
adapted to operate substantially as herein de 
scribed. 

0. In a road-locoDictive, the frame snppoi-t 
ing rear wheels, I, having indciicudent hubs 
!, their inner ends telescoping, in combiuatiou 
with the axle ,T, p.assing through both hubs, 
and theswivcliug or pivoted truck-frame K, 
in which said axle is moiuitcd, substantiallj 
as herein described. 

7. In a road-locomotive, the main frame A, 
having ccnti'al longitudinal bars, a', in com 
binntion with the wheels 1 1, having indcpcud 
cnthnbs, the axle J, pas-siugthrough said hubs, 
thetruck-frameK,by which the axle is carried, 
said fi-ame having central longitudinal bars, 
i", the boxing L, secured centrally to the bai-s 
Tc, aud receiving the hulls of the wheels, the 
steering-center N on the boxing, and pivoted 
in the main frame abbvcj aiul the spriugs O on 
the boxing, ami supporting the main frame, 
substantially as herein described. 

8. In a road-locomotive, the frame A, hav- 
ing center bais, a', in combination with the 
wheels I I, having hubs i, telescoping aud 
clotchingtheir inner ends, the axles J, passing 
thronghthehnbs, the truck-frame K, by .vhich 
the axle is carried, and having bars k^ the slot- 
ted boxing L, secured centrally to bars i, and 
receiving the hubs of the wheels, the steering- 
center N on the bo.xing, and pivoted in the 
barso' of the main frame, thesprings O on the 
boxing, and supporting the main frame, and 
the mechanism by which power is transmitted 
to said wheels, consisting of the central sheave, 
M, on one of the hubs i, the counter-shaft Q 
on the main frame, having a sheave, if, and 
the belt if, connecting sheaves 5' and M, sub- 
sfcantially as herein described. 

9. In a road-locomotive, the main frame A, 
the forward wheels, B B, boiler C and engine 
D,and power-transmitting mechanism between 
engine and wheels, iu combination with the 
rear wheels, 1 1, having hubst, telescoping and 
clutching their inner ends, the axle J, passing 
through the hubs, the truck frame K, by which 
tlie axle is carried, and having bars A:, theslot- 
ted boxing L, secured centrally to bars fc, and 
receiving the hubs of wheels I I, the steering- 
center N on the boxing and pivoted in the 
.main frame above, the springs O on the box- 
ing, supporting the re^ir of the frame, and the 
mechanism by which the power of the front 
wheels is transmitted to the rear wheels, con- 
sisting of the counter-shaft Q on the main 
frame, the pnlley 9' on its end, the pnlley V 
dn the hub of the forward wheel, and interven- 
ing belt, R, the sheave f on the inner end of 
shaft Q, the sheave M ou the outer hub of one 

- of the wheeKs I. and intervenine Iwlt, (t, all ar- 



ranged and adapted to operate substantially 
as herein described. 

10. A road locomotive eoniprisiu;;ctlu' main 
frame A, the forward Large wheels, TJ B, having 
wide rims, the boiler C and engine D, support- 
ed by the main frame within thecircumfcrcnee 
of the wheels B B, power-transmitting mech- 
anism consisting of gciire, pnllej'S, and be'lts 
between the engine and said wheels, the piv- 
oted trnck-framcK under the rear of the frame, 
the independent rear wheels, II, in saidtruek- 
fninie, and springs on said frame, supporting 
the main frauie, power-transmitting meehan- 
istn consisting of pulleys and sheaves, shafts 
and belts connecting the front and rear wheels, 
and the rotating spindle S aud chains T, by 
which the rc;u-^hcels are turned to guide the 
machine, substantially as herein described. 

325,768. HENRY RENDLEIVIAN, Alto 

Pass, 111. Traction-Engine. Filed Dec. 

-', 1884. Patented Sept. «, 1885. (Xo 

model.) 

My invention relates to improvements ii 
traction-engines; and its objects are, first, to 
provide a power that shall uniformly operate 
desirably forstationary or movable duty; sec- 
ond, to adjust its weighty parts so that the 
center of gra\-ity of the entire machine shall 
be near the base and below the main axle; 
third, to secure such adaptation of the ma 
chine that it shall be capable of multiplex util- 
ity with hivaiiable result: and, fourth, to at- 
tain these ends with simplicity and economv 
of structure. 

1. The frauie A, provided with side exten 
sion. A', and having (he guide - wheel G in 
front and traction-wheel D and guide- wheel F 
at the rear thereof, actaated as illustrated. 

2. The traction-wheel D at a rear corner 01 
the machine, having an integral cog-wheel, 
H, cbncentric therewith, in combination with 
the crank-shaft K. actuated as shown, the pin- 
ion I, gearwheel m, pinions n o on the Siinic 
.shaft, and the frame A, havingside extension, 
A', as set forth. 

3. The frame A, in combination with the 
boiler B, tank C, and traction-wheel D, said 
lank and boiler being placed on opposite sides 
of the wheel, to maintain the eqnilibriur.i ol 
the machine and increase the tractive power of 
the wheel by adding to or adjusting the weight 
upon it, as set forth. 

4. The frame A, having floor E, whence the 
guide-wheel G may be diverted by its handle 
G', in combination with the wheels D F, lo- 
cated as shown, the boiler B and tank C of the 
.machine, cylinder I, and the means, herein 

shown and described, whereby the power so 
generated is utilized either in the propulsion 
of movable loads or in the operation of sta- 
tionary mechanisms, for the purposes and in 
the manner and relation snecified 

326,994. MINARD LE FEVER, Battle 
Creek, .Mich., assignor to the Case & W'il- 
lard Thresher Company , same place. 
Traction-Engine Gear. Filed Mar. 3, 
1885. Patented Sept. W. 1885. ( Xo 
model. ) 

In transmitting the motion of the engine- 
shaft to the drive wheels and to machinery to 
be actuaied by the shaft, it is of the highest 
importance that the pinion which actuates the 
drive-wheel gear and the baud or fly wheel 
should both be as near as possible to the pil- 
low block, which forms one. of the snppotts" 
of the shaft. As ordinarily constructed, the 
drive-wheel pinion is thrown iu and out of 
gear with the main shaft by being slid on, the 
shaft, which requires a space between the pil- 
low-block and fly-wheel hub of twice the thick- 
ness of the pinion, at least; and iu the fewia- 
Btanees where the pinion is keyed to the fly- 
wheel by other means than by sliding on the 
shaft the pinion is sealed directly on the shaft, 
and when idle, as it is a great share of the 
time, serves to wear the shaft, and thereby 
effect serious damage. 

The object of my present invention is to 
provide a gear which will admit of the band 
or fly wheel being set as closely as possible-to 
the pillow-block and at the same time to pro- 
vide means for preventing the >drive-wheel 
pinion from wearing the shaft, a further ob- 
ject being to provide improved means for 
keying the said pinion to the fly-wheel and 
hence to the shaft; and with these ends iu 
view my invention con^sts in certain features 
of construction and eombinatioDS of parts, as 
will hereinafter be described, and pointed out 
is the claima. 

1. In gear for traction-engines, thecombina- 
tiou, with a driving shaft and a band ur fly 
wheal secured thereon, of a sleeve loosel.v 
mountjed on the shaft tietween the fly-wheel 
and pillow-block and a non-sliding pinion 
hiosely mounted on the sleeve for transmit- 
ting power to t!)e drive-wheels, substantially 
as set forth. 

2. In gear for traction-eDgines, the combina- 



tion,' with tfaedrivin^-shaft projecting beyond 
the pillow-block and having a band or fly 
wheel secnred on its outer end, of a sleeve 
loosely monnted on the shaft between the fly- 
wheel hub and pillow block, and caused to 
rotate with the fly-wheel, a non-slidingpinion 
loosely mounted on the sleeve for actuating 
the drive-wheels, and means for locking the 
pinion to the fly-wheel and releasing it there- 
from at i)leasure^ sobstantiaUy as set forth. 

3. Ingearfortraction-engines, thecombina- 
tion, with the drive-wheel actnating-pinion 
and the fly-wheel secnred ou the drive shaft 
in close proximity to the pinion, of a sliding 
key located in the hob of the fl.v-wheel and 
adapted toengagea notch or recessin thepinion 
and a spring-actuated dog for holding the key 
inslidingadjustment,snbstantiallyassetforth. 

4. Ingearfortraction-engines. the combina- 
tion, with the drive-wheel actuating-pinion 
loosely monnted on a sleeve, the latter being 
lopsely mounted on the drive-shaft and locked 
to the hub of the fly-wheel, of recessed projec- 
tions formed 00 the pinion, asliding key located 
iu the hub of the fly-wheel and adapted to en- 
gage the recess in the pinion, and a spring- 
actuated dog forholding the key in thedesired 
adjustment, substantiallv as set. forth. 

327,807. SANDERS MASON, Homer 
Ohio. Traction-Engine. Filed July 30, 
1885. Patented Oct. 6, 188'5. Serial No. 
173,032. (No model.) 
It will thns be seen that the mechanism driv- 
ing the main axle may be throwo out of gear 
by tilting the hand-lever and disengaging the 
pinion meshing with the bevel-v heel at the 
upperendof theinclinedshaft, allow ingeither 
the front wheel or steering-wheel to be re- 
volved independently of the drive-wheels, or 
allowing the drive-shaft to be revolved with- 
out moving the drive- wheels when the engine 
is used as a motor for machinery. 

It will be., een that by having the steering- 
wheel connected with the drive axle, so that 
it will be revolved by the same, the engine 
will be possessed of greater traction-power 
than an engine only having the drive-wheels 
upon the main axle revolved, and the steering- 
wheel being revolved, when it is tabued t6 
either side, it will assist in turning the eh- 
gine, making it possible to turn the engineViD 
a space equal to its own length. 

By having the boiler supported upon the 
main axle and drive-wheels, and by having 
the drive-shaft, its fly-wheel, and a portion of 
the steam-engine supported upon the circular 
front frame, the weight of the entire engine is 
evenly distribnted over the three wheels, so 
that they will all have the same traction-power, 
and the water-box being placed under the for- 
ward end of the boiler, it will be located So 
that it will not be in the way for any p^rts of 
the machine, while it will add to the weight 
forward of the drive- wheels,and be at a place 
where the water contained in it may be some- 
what heated by the heat from theboilerabove 
it and from the fire-box iinmediately to the. 
rear of it. 

1. In a traction-engine, the combination of 
the main frame having thqtforwardly-project-, 
ing circular frame formed with the annular 
downwardly - projecting flange, the oironlar 
-wheel - supporting frame having the rim pro- 
vided with inclined cogs, the worm engaging 
the said cogs and secured upon a shaft ex- 
tending to the rear end of the machine, the 
shaft joornaled above the center of the circu- 
lar frames and having the pinion at its lower 
end and suitable connection for revolving it 
from the drive-shaft, aud the vertical shaft 
having a pinion meshing with* the central pin- 
ion, and jonmaled in a bearing upon the cir- 
cular turning frame,and provided with a pin- 
ion meshing with a cogged rim npon the 
drive-wheel, as and for the purpose shown 
and set forth. 

2. In a traction-engine, the combination of 
the drive-shaft having a feather near its fly- 
wheel, the bearing for the said shaft having 
the transverse ways upoaits forward side, the 
bevel - pinion sliding npon the feather and 
having a grooved collar npon its inner face,, 
the cogged rack sliding in the way upon the 
bearing and having a strap fitting in the 
groove of the collar of the pinion, a lever 
having cogged segments at both ends, oife en- 
gaging the cogged rack, a shaft having a 
hand-lever at its rear end and having a cogged 
segment at its forward end meshing with the 
lower segment lipon the lever, and a crown- 
wheel meshing with the lievel-pinion when 
the latter is slid inward, and secured upon a 
shaft driving the main axle, t:s and for the 
purpose shown and set fortli. 

3. In a traction-engine, a horizontal boiler 
supported upon the drive-wheels, a forward- 
ly-extending frame secnred to the front end 
of the boiler and supporting the drive and 
steering mechanism, said frame and meohan- 



TRACTION ENGINES. 



619 



ism beiDg sapported by a single steeriog 
wheel, and a water-tank secored to the ande? 
side of the front end of the boiler, sabstan 
tially as and for the purpose set forth. 

329,153. JOHN H. ELWARD, Polo. 

111., assignor to Mary Eiward, same place. 

Traction-Engine. Filed Oct. 31, 1882. 

Patented Oct. 27, 1885. Serial No. 

75,561. (No model.) 

i am aware tnat incticn-clatehes have oeen 
attached to the main shafts of engines; bnt 
experience has shown that at the points where 
hitherto they have been used they have been 
heated to sncb an extent as to become, under 
many circumstances, unmanageable, from the 
feet that the part^ are by the action of the 
beat stack together and made inseparable. 
The engine-shaft is upon the upper side of the 
boiler, and therefore heat is not only largely 
carried to the frictiou-clatch by conduction, 
but receives mnch also that is generated by 
tiie friction of the aeighbonng parts. "VkTiea 
arranged in the manner herein shown, it is 
aloof from all these beating agencies and the 
sliding part can at any time be read i ly detached 
from the stationary portion. 

By combining the clnteh and compensating 
gear in themaDuerltiave stated lattain great 
advantages over the .coastroction heretofore 
Ti^ed,Iia which the parte have been so related 
and connected that the clutch could be dis- 
connected from the compensating gear only 
through the instrumentality of numerous in- 
termediate parts; and therefore when the 
clutch-faces were diseneraeed said intermwli- 
ate parts would still be aftected if there were 
any motion from the tracticii-wheels. ■ When 
the parts are related as I have herein shown, 
the disconnecting of the clutch, and the com- 
pensating gear is virtually the disconnection 
of the traction -wheels immediately from al' 
the other parts of the engine. 

I do BOt wish to be limited to the exact form 
of combined clutch and gear which I havt 
shown, as modifi<atioDS will readily saggesi 
themselves to those acquaiated with sucl 
structures. 

I do not claim, broadly, the combination, 
with thefriction-ciutch, of asupport independ- 
ent of the shaft to t*ike the weight of the loose 
member of the clutch off from the shaft; but I 
am not aware that devices coDstructed and 
arranged asbereiu shown and described have 
been ever heretoiore known or used. 

i. The combination, with the engine-shalt, 
the slicing clutch, and the two collars loose on 
saidshaft, of the levers respectively connected 
loosely to said collars,and the levers J,pivoted 
to both of said levers, substantially as set forth. 

2. The combination, with the engine-shaft, 
the sliding clutch, and the twocoUars loose on 
said shaft, of theleversrespectivelyconnected 
loosely to said collars, the lever J, pivote^l to 
both of said levers, and devices extending to 
the engioeer's platform for operating said le- 
ver J, substantially as set forth. 

3. Thecombinationof themainshaft, mount- 
ed in two or more bearings, the clutch thereon, 
the shifting collar for the clutch, the thimble 
keyed to the shaft insioe of the clutch, and 
the supporting-bracket below the clutch, sep- 
arate from the bearing-brackets of the shaft, 
substantially as set forth. 

4. The combination, with the main shaft 
and the part C,loosely surrcunding said shaft, 
of the detachable thimble keyed to the shaft 
within the loose part, substantially asset forth. 

6. The combination, with the chain-wheel 
and the shifting mechanism for imparting the 
power to said wheel alternately in opposite di- 
rections, of the link p', and the support for 
said link overhanging the chain-wheel, sub- 
stantially as set forth. 

6. The combination, with the traction- 
wheels, olacompensatinggearhavingan outer 
power-tr.vnsmitting peripheral portion, bev- 
eled or made conical, and a hollow conical 
part provided with teeth, substantially as set 
forth. 

7. The combination, with the traction- 
M'heela, independent of each other, the coau- 
ter-diaft, and pinions upon said counter -shaft, 
respectively connected with the intermediate 
gear-wheels, J'fe*, of the part &* for transmitting 
.power to said pinions, and the sliding part B 

14', arranged, substantially as set forth, to be 
brought into frictional engagement with the 
part b\ su lis tan tially as get forth. 

329,154. JOHN H. ELWARD. Polo, 

111., assignor to Mary Elward, same place. 

Traction-Engine. Filed Oct. 31. 1882. 

Patented Oct. 27. 1885. Serial No. 

75,562. CNo model.) 

Much trouble has been experienced in u&icg 
traction-engines of this cla% as heretofore 
(uinstnicted from the fact that if the machine 
should be in motion under sach circunu^tuuces 
as to necessitate the speedy stopping of _the 



traction -wheels or the reversing of their mo- 
tion it has beec impossible to do so. It is 
practically impossible to overcome the mo- 
mentum of the machine by reversing the en- 
gine under some circamstances, as when going 
down hill rapidly. Thefrictiou-brakesof the 
common character applied to the ground- 
wheels under such circumstances are practi- 
cally worthless. With the devices which I 
have shown and described I can bring to bear 
at any instant a powerfal braking action upon 
the traction devices directly. This can be 
done in the following manner: If it be re- 
quired to instantly stop or reverse the engine, 
it can be effected by first throwing out the 
friction-coue which is in engagement andthen 
bringing into engagement the opposing clutch, 
either gradually or quickly. If gradually.the 
opposing clntch-faces become powerful brakes, 
the frictional resistance of which is felt by the 
traction -wheels, and by which said wheels 
can be brought to rest; or before coming to 
perfect rest a complete contac£ of the friction- 
la'^es may beproduced, which will result in a 
reversing of the motion of the traction-wheels, 
if such reversing is required. It will be seen 
that this throwing out of one clutch and 
bringing in the other, so asJ:o act first as a 
brake and then act jo^reveree the wheels, is 
done by rotating the screw-shaft P continu- 
ously in one direction, "^or this purpose the 
screw- Aaft is very. efScient as by its use the 
closeness of the opposing faces can be very 
delicately adjusted, so that the requisite 
amount of friction can be prodoced, as "above 
stated, and the opposing faces can be held 
rigidly and without wavering at the desired 
distance. 

I am aware that friction-clutches have been 
used upon engine-shafts for the purpose of 
transmitting motion, and for such purposes 
and in such places I do not claim them; but 
I am not aware that friction-clutches of sub- 
stantially the character shown ha^'e been ar- 
ranged as set forth for braking the moment- 
um of the engine and reversing the motion of 
the traction- wheels. 

1. The combination, with the engine-shaft, 
a series or train of gear-wheels driven by said 
shait, the ground traction - wheels, and the 
mechanism which is separable from said series 
or train of gear-wheels, and which drives the 
ground traction -wheels, of areversing friction- 
dutch, aubstan tially as set forth. 

2. The combination, with the engine-shaft, 
the train or series of gear-wheels driven by 
said shaft, the ground traction -wheels, and the 
mechanism which is separable from said train 
or series of gear-wheels, and which carries 
power to the ground traction-wheels, of two 
opposite friction-clutchec, each arranged, sub- 
stantially as set forth, to brake by friction the 
momentum of the traction-w heels, and at the 
same time reverse said wheels, as described. 

3. The combination, with the main engine- 
shaft, the traction-wheels, the continuously- 
rotating supplemental shaft, the means for 
driving the last said shaft from the engine- 
snaft, and a chain-wheel which operates the 
traction -wheels, and which Is driven by said 
supplemental shaft, of two loose wheels on the 
supplemental shaft,and two opposing friction- 
clutches adapted to alternately engage said 
loose wheels with the chain-wheel, asset forth. 

4. The combination, with the main engine- 
shaft and wheel B', of the two opposing friction- 
clutches, adapted, substantially as set forth, to 
operate as brakes and for-reversing the motion 
of said wheel B'. 

5. Thecombinationofthe main engine shaft, 
the dri ve- wheels, the axle or ^haft of the drive- 
wheels, an intermediate shaft separate from 
and interposed between the engine-shaft and 
the drive-wheel shaft, the two opposing fric- 
tion-clutches npon the last said shaft, and the 
screw-rod connecled with said clutches "nd 
adapted to opera*:s them simultaneously, sub- 
stantially as set forth. 

6. The combination of the two opposing 

clutches interposed between the engine-shafl 
and the drive-wheel shaft, the means which 
COTinect the clutches, the lever pivoted to said 
connecting means, and the screw shaft or rod 
which engages loosely «ith said lever and en- 
gages by its thread with a stationary nut, sub- 
stantially as set forth. 

7. The combination of the main engiue-shaft, 
the supplemental shaiu mounted transversely 
tofhe main shaft, the toothed wheel perma- 
nently in engagement with the ground-wheel 
by means of the chain, the two toothed wheels 
on the counter-shaft, which engage with the 
wheel which is permanently connected with the 
drive- wheel, the sliding cones, the lever plvot- 
ally connected with said sliding cone, and the 
screw shaft or rod loosely connected to said 
lever and engaging by means of its thread with 
a stationary nut, substantially as set forth. 

8. The combination, with the chain-wheel, 
the wheels for aiterutitely rotating the chaia- 
wheelin opposite directions, and the friction- 



cones- for alternately rotating the last said 
wheels, of connecting and shifting devices 
adapted, substantially' as described, to move 
the cones simultaneously one into and the other 
out of engagement with tlie corresponding 
friction-face, substantially as set forth. 

329,238. LOYAL C TABER, Danforth. 

N. Y. Traction-Engine. Filed Aug. 20, 

1,885. Patented Oct. 27, 1885. Serial No. 

174,852. (No model.) 

This invention relates to the cla.ss of trac- 
tion eugines which have the propelling-power 
transmitted to the forward wheels as well as 
lo the hind wheels, and has particular refer- 
ence to the engine for which I have obtained 
Letters Patent No. 294,930, dated March 11, 
1S84. 

In the manufacture and use of said engine 
I have found certain defects, which by my 
present invention are effectually remedied, 
as will be hereinafter explained. 

i. In combination with the boiler A A'^and 
forward axle, a, the re^ch r, extending from 
the axle to the rear portion of the boiler, and 
the brace B, extending from the forward por- 
tion of the boiler to the rear portion of the 
same, and having its attachmant at the rear 
end, iu common with that of the reach, sub- 
stantially as set forth. 

2. In combination with the boiler A, semi- 
spherical bearing-post K, and forward axle,a, 
the sleeve s, provided on top with the socket 
b and on the bottom with the stud-pin u, the 
reach r,extendjng across the under side of the 
sleeve, and provided with an eye for the re- 
ception of the stud-pin, and the coupling -link 
d, pivoted on the post K, and connected with 
the forward end of the reach, whereby said 
post is retained iu the socket without inter- 
fering with the oscillations of the axle, sub- 
stantially as set forth and shown. 

3. In combination with the boiler A, hav- 
ing the downwardly-extended fire-box A', anc* 
reach r and brace B, the knee /, embracing 
the bottom corner of the forward portion of 
the fire-box, and having forward-projecting 
ears n n n', and bolt o, for the attachment of 
the reach and brace, substantially as described 
and shown. 

4. In combination with the boiler A, axle 
a, sleeve a, provided with the socket b, hol- 
low semi-spherical bearing-post K, provided 
with the side opening, c, compensating gear 
E on the axle, and the cpunter- shaft sup- 
ported on the sleeve and having a universal 
joint in the hollow postK, and provided with 
the pinion P, meshing in the gear R, and the 
steering-chains A, wound in opposite direc- 
tions on the shaft f) and connected to the ends 
of the sleeve s, as described, the check-chains 
I, having their rear ends attached stationarj 
and independent of the steering-chains, and 
their forward end securely coupled to the 
steering -chains, and each check-chain of a 
length to be drawn taut by the unwinding of 
the steering -chain, to which it is connected, 
whereby the action of the steering chains is 
limited, to prevent the binding of the counter- 
shaft in the side oi>eniug of the bearing-post, 
and injury to the same and to the gears P B, 
substantially as set forth. 

330,576. CHARLES M. GIDDINGS 
Massillon.Ohio. Traction-Engine. Filed 
Sept. 22, 1884. Patented Nov. 17, 1885. 
Serial No. 143,617. (No model.) 

1. The combination, with the shaft, the fly- 
wheel, and hub, of the collar P, the shoe-sup- 
ports, the shoes, and rods Q, all of the above 
parts combined and adapted to operate as de- 
scribed. 

2. The combination, with a tractipn-axle, 
intermediate gearing, the motor-shaft E, and 
fly-wheel I, fiist thereon, of the hnb Land pin- 
ion G, united by the projections R upon the 
hub, babbitted into recesses in (he pinion, 
substantially as and for the pnrposeset forth. 

3. In a traction-engine, the corabinatioq of 
fly-wheel I with bored portion J, hub L, col- 
lar P, fitted to slide and to shift transversely 
on said hub. shoes J, and rods Q, snbstantially 
as and for the purpose set forth. 

331,693. DANIEL W. WEBSTER, 

Christian!, Pa. Traction-Engine. Filed 

Sept. 24. 1885. Patented Dec. 1. 1885. 

Serial No. 177,970. (No model. 1 

i. The gnide-shaft U, in combinaiion with 

the shifting-gear and its lever, the main shaft 

and its opposed facesr the shafts z and 3, the 

connecting-gearing, the chains T T, aua the 

axle R, sabstantially as set forth.- 

2. The shaft z, consisting of two sections 
connected by a doable joint, in combination 
with the lever Z' and shifting-gear Z, the pul- 
ley X, having opposed faces x of, the shaft 
which carries said pulley, the cylinder and 
piston fordrivjog said shaft, the pivoted front 
axle. E. tne shaft and chains for turnine said 



620 



TRACTION ENGINES. 



axle, and the necessary intervening devices, 
substantially as set forth. 

3. The pivoted bearing Z" and doubly- 
jointed sectional shaft z^ in eombination with 
tlio shifting-gear and its lever, the main shafl 
with its opposed foces or gear-wheels, the cyl- 
inder, piston, pivoted front axle, and neces- 
sary intervening devices, substantially as set 
forth. 

333,360. JAMES W. TERMAN, Des 
Moines, la., assignor of three-fourths to 
H. S. Butler, same place. Traction- 
Fr.gine. Filed June 1, 1885. Patented 
Dec. 29, 1885. Serial No. 167,174. (No 
model.) 

The otiject of my invention is to siniplily 
the construction of traction-engines, and to 
increase their utility, by combining the pro- 
pelling and brake mechanisms, thus (lispcns- 
iug with the brake mechanism heretofore in 
use on engines of tbis kind, whereby a con- 
siderable saving is etfectcd, both in the powei 
required to- run the engine and in the cost ol 
mannfacturing the same. I attain this object 
by the niechanisiii illustrated in tiie accompa- 
nying drawings 

Jt am aware that all the elements in ray com 
bined propelling and brake mechanism art 
common, and that worms and worm-wheeli 
have been used for transmitting power froiL 
an engine to the traction-wheels of a carriage 
but my manner of arranging and combining 
worms and clutches with a driving-shaft hav 
ing a single crank, so tbat the driver-wheels 
can be operated jointly or separately at pleas- 
ure, as required to regulate the speed and to 
direct the line of advance and turning about 
of the carriage, is novel and greatly advan- 
tageons. 

In a traction-engine, a combined propelling 
brake, and steering mecbacism composed of tbt 
following elemants, to wit: a shaft, A, driveii 
from the cylinder C, having upon it loose beve, 
gear-whcelsGGand clutches H H,and shaftsK 
K, driven from the shaft A, having worms M 
M engaging worm-wheels N N, fixed to the 
driving-axle, all arranged to operate substan- 
tially as shown and described, for the purpose 
specified. 

333,658. JOEL MOSIMAN, Falls City, 
Nebr. Traction-Engine. Filed Nov. 2, 
1885. Patented Jan. 5, 1886. Serial No. 
181,660. rNo model.) 
"" My invention relates to traction-engines; 
and its objects are, first, to augment the effect- 
ive action of applied power; second, to de- 
crease the strain on the rear drivers; third, to 
secure a uniform wear of the parts; fourth, to 
provide for the passage of obstructions with- 
out detriment to the drivers or the mechanism; 
fifth, to so distribute the imparted energy 
upon the wheels as shall cause them to oper 
ate synchronously and actuate equally the bur 
den; sixth, to provide for the variable exi 
gencies to which the engine may be called by 
simple media; and, seventh, to attain these 
ends with structural simplicity and economy 
of operation. 

1. The concentric gear-wheels N O on the 
sameshaft,operated as described, in combina- 
tion with the gear-wheels M BP Jt, the shafl 
E, having terminal pinions D G, the toothed 
wheels H K, and the shaft K', whereby the 
front and rear drivers are simultaneously im- 
pelled. 

2. The concentricgear-wheelsN 0,moDnted 
on the same shaft, operated as described, in 
combination with the gear-wheels M B P A, 
the shaft E, having terminal pinions D G, tho 
toothed wheels H K, the shaft E', and the 
universal joint J, depending from the engine, 
the whole coacting for the purpose set forth. 

334,333. BENJAMIN S. BENSON, 

Baltimore, Md. Traction-Engine. Filed 

July 30, 1885. Patented Jan. 12, 1886 

Serial No. 173.045. (No model.) 

The object of my invention is to provide : 

practical steam traction-engine for pulling a 

gang of plows for the cultivation of land on a 

large scale. 

My invention relates to that class of trac- 
tion-engines in which an endless chain is prO' 
vided with feet, for contact with the ground 
and sectional gnide-rails, which support the 
truck-wheels of the body of the engine and 
form a track upon which the latter runs. 

My invention consists in such details of con- 
struction and improved combinations of parts 
as tend to reduce the friction, increase the 
motive power, and facilitate the guiding of 
the engine, as will be hereinafter fully de- 
scribed. 

1. In a traction engine, the combination ol 
two obliquely • arranged cylindrical boilers 
having their inner ends the highest, a fire-box 
beneath the same, sprocket-wheels at the ends 
of t><e boilers, and an endless track-chain with 



feet passing beneath, aronnd, and over the 
boiler, and guide and truck wheels for the 
chain, substantially as and for the purpost 
described. 

2. In a traction-engiuv., the combination of 
two obliquely -arranged cylindrical boilers 
having their inner ends the higher, and pro- 
vided with tubes through the samo and 
amokc-boxes both at their ends and in the 
middle, a fire-box with partition arranged be- 
neath the boilersand communicating with the 
end smoke-boxes, double doors for the fire- 
boxes, sprocket-wheels at the ends of the 
boiler, trucks beneath the same, and an end- 
less track-chain disposed around the boiler 
and wheels for supporting the same, substan- 
tially as described. 

3. In a traction-engine, the combination of 
two obliquely - arranged cylindrical boilers 
having their inner ends the higher and pro- 
vided with tubes through the same, a fire-box 
beneath the same with hollow sides forming 
water-legs communicating with the boiler, the 
sprocket-wheels at the ends of the boiler, 
trncksbeneath thesame, and theendless track- 
chain passing around the boiler, substantially 
as shown and described. 

4. In a traction-engine, the combination of 
thetwo obliquely-arranged cylindrical boilers 
having their inner et(^s the highest, the fire- 
box beneath the same, the supporting-trucks 
at the outer ends of the boiler, the sprocket- 
wheel, the endless tra^k- chain disposed 
around the boiler and sprocket-wheels, and 
the step-irons and platforms arranged on the 
side of the boilers, substantially as shown 
and described. ■ 

5. In traction-engine, the combination, with 
the endless track-chain and the steam-boiler, 
of the supporting-tracks consisting of flanged 
wheels D, arranged in paiis upon trunnion- 
shafts D', the pendent bars I)', the horizontal 
longitudinal bars D' supported in the peud- 
ent bars at their .ends, and the cross bar or 
plate D', with vertical bolt or swiveling cen- 
ter, substantially as described. 

6. In a traction-engine, the combination, 
with the boiler frame or body of the engine, 
of a bail shaped draft-bar having its two ciids 

attached to the rear of the boiler-frame and 
its middle portion bent to the curve of a cir- 
cle struck from th" center of the engine, a 
sliding draft-block secured upon the draft- 
bar, and an endless track-chain arranged to 
revolve inside the draft-bar, as and for the 
purpose described. 

7. In a traction-engine, the combination, 
with the boiler and the endless track-chain, 
of the compound wheel E' E", having one end, 
E', formed as a sprocket-wheel and the other 
end, E', formed as a gear-wheel, the wide pin= 
ion E', and the driving-gear, substantially as 
described. 

8. In a traction-engine, the combination of 
the track-chain, the laterally-adjustable driv- 
ing sprocket-wheel provided with gear-teeth, 
a set of driving-gears, and a driving-pinion 
made of a width to accommodate the lateral 
adjustment of the sprocket-wheel without be- 
ing disconnected from its gear-teeth, as shown 
and described. 

9. A traction-engine having an endless re- 
volving track-chain and two sprocket-wheels, 
one for driving the chain and the other for 
guiding it, both of said sprocket-wheels being 
made laterally adjustable, as and for the pur- 
pose described. 

10. The combination, with the boiler-frame 
.in a traction-engine, the sprocket-wheels, and 
_ the endless track-chain carried thereby, of a 
' laterally-swinging frame pivoted vertically to 

the boiler - frame and carrying the front 
sprocket-wheels, and a front pilot connected 
to the adjustable frame, for guiding or deflect- 
ing the same to the right or left, as described. 

11. The combination, with the boiler-frame, 
the track-chain, and the sprocket-wheels, of 
an adjustable support, H*, carrying one of the 
sprocket-wheels, the frame H, and the screw- 
rods H', arranged parallel to the plane of the 
sprocket-wheel, and adapted to adjust the 
sprocket-wheel, substantially as and for the 
purpose described. 

12. In a traction-engine, the combination, 
with the endless draft chaia with track-sec- 
tions ou the side, of cross-shafts bearing sup- 
porting-feet, the said cross-shafts being ar- 
ranged in the draft-chain at points outside of 
or between the joints of the links, to prevent 
friction and loss of power, as described. 

13. The combination, with the boiler-frame 
and sprocket-wheels, of the track-chain con- 
sisting of a middle draft-chain, cross-shafts 
having bent ends with supporting-feet, the 
side track sections having one of their ends 
fastened to the cross-shafts and their other 
ends formed with hooks that embrace the next 
cross -shaft, and diagonal braces extending 
from the sppporting-ifcet of one cross-shaft to 
the middl« parts of the next cross-shaft, as and 
for the purpose desoribed. 



14. The combination, with the cross-shafts 
and fhe side track-sections in the track-chaiii, 
of the two clamp-pieces a a', having lip d, the 
clamp-pieces lb , having a recess for hooking 
over the lip d, and seniKHrcular flanges, and 
the collar c, the said clamp pieces being 
clamped upon the cross - shaT»..9nu forming 
with the collar a chair or conpliiijj for loosely 
connecting the cross-shaft with the joint of the 
side-track sections, as described. . 

1.5. In a traction engine, the combination, 
with the boiler and sproi!ket-wheels, of the 
track-chain having itsdraft-link formed with 
beveled lags projecting at right angles to the 
links, to caJtee the teeth of the sprocket-wheel 
to more certainly enter thespaces of the draft- 
chain, as shown and described. 

16. In a traction-engine, the combination 
of theboiler,thelaterally-adjustable sprocket- 
wheels, and the draft-chain having its links 
formed with beveled gnide-lngs projecting at 
right angles totheIinks,to prevent the lateral 
movement of the sprocket-wheels from dis- 
lodging the chain, as_described. 

17. The combination, with a tractiou-en- 
gine having an endless track-chain and a lat- 
erally-adjustable front sprocket-wheel, of *a 
pilot or guide truck, and a pilot-bt^am ful- 
crumed at its rear end to an attachment of 
the engine and connected by a bai' with the 
adjustable carrying-frame of the sprocket- 
wheel, whereby the lateral motion or turning 
of the pilot is transmitted through the pilot- 
beam as a lever, and is made to correspond- 
ingly deflect the sprocket-wheel, as described. 

18. The combination, with a traction-en 
gine having an endless track-chain and a lat- 
erally-adjustable front sprocket-wheel, of a 
pilot or guide truck, and a pilot-licam ful- 
crumed at its rear end to an attachment of 
the engine, anda bar for connecting the pilot- 
beam to the sprocket-wheel frame, which con- 
necting-bar is made adjustable in the direc- 
tion of its length, to increase or diminish the 
distance between the beam and the sprocket- 
wheel, as described. 

I'J. The combination, with the traction-en- 
gine having a laterally - adjustable front 
sprocket - wheel, of a front pilot having a 
rolling colter-wheel, a vertically pivoted axle 
carrying the same, a pilot-beam, and parallel 
^screw-rod, and an arm and sliding loop at- 
tached to said axle and operated upon by the 
screw-rod, for enabliug the engineer to change 
•■he plane of the colter and gnide the pilot, as 
set forth. 

20. The combination, with the traction-en- 
gine having a laterally - adjustable front 
sprocket-wheel, of a front pilot or truck hav- 
ing a vertically-pivoted axle, a rolling colter 
mounted in a trunnioded frame on said axle, 
and a cord extending from said trnnnioned 
frame to the engine, for raising and lowering 
the colter, a pilot-beam and scriBw-rod extend- 
ing to the engine, and an arm and loop at- 
tached to the pilot-axle and acted upon by the 
screw-rod, to deflect the same, substantially as 
and for the purpose described. 

21. In a pilot-steering apparatus, two pul- 
ley-faced wheels hung in a diagonal position, 
so that their square faces will press against 
the side walls of a gnide- furrow, in combina- 
tion with two square- fai?e'i wheels, one rnn- 
fii'Ing in the bottom of the guide-fnrro^, so as 
to hold the diagonal wheels from coming in 
general contact with the bottom or floor of the 
furrow, but allowing them to take a firm grip 
on one or the other sides of the gnide-lurrow, 
the other square-faced wheel running on the 
nnplowed gronnd, and all connected to the 
pilot beam, substantially as described. 
334,623. LOYAL C. TABER, Danforth, 

N. Y., assignoi to Wood, Taber & Morse, 
Eaton, N. Y. Traction-Engine. Filed 
Oct. 19, 1885. Patented Jan. 19, 1886. 
Serial No. 1 80,328. (No model.) 
This invention relates to traction-engines 
having the propelling power transmitted to 
all of the carrying-wheels, and has special ref- 
erence to the engine for which Ihaveobtained 
Letters Patent of the United States No. 294,930, 
dated March 11, 1884, upon which my pres- 
ent invention is a specific improvement de- 
signed to overcome certc n defects, as herein- 
after explained. 

1. In a tractiotr-engiqe, the conibUiiEtion, 
with the four carrying-wheels and their axles, 
of two compensating gears, one on each axle, 
an oscillatory counter-shaft supported at its 
oscillatory end in a bearing mounted oh^the 
forward or steering axle, and'a-traiu of gears 
extending from the driving shaft to the two 
conipensating-gears, all caoibined to transmit 
to all the carrying-wheels propelling power 
respondent to the varions speeds of motion re- 
quired of the several wheels in traveling 
around curves, substantially as set forth. 

2.' The combination, with the forward car- 
rying-wheels and their axle, of a compensat- 
ing gear on said axle, an oscillatory conutor. 



TRACTION ENGINES. 



621 



sbai't carried at its oscillatory eud by a bear- 
ing mounted on said axle, a laterally mova- 
ble gear owtiie countershaft meshing in the 
compensating gear, and gears lor Irausmit- 
ting motion from the driving-shaft to the 
countershaft, subitautially as described and 
shown. 

3. In combination with the *dri\it)g-sharr, 
pivoted axle, and fcraetion wheels on tlie lat- 
ter, a gear mounted on said axle, a dexiblo 
1 inter-shaft composed of a section carried 
parallel with the axle, a section carried par- 
allel with the driviug-sluift.andan intei-inedi- 
ate section coupled to the other sections by 
universal joints, and gears, for tran.smilting 
motion from the driving-shaft to the geac oti 
the axle through the medium of the counter- 
shaft, substantially asset forth and shown. 

4. In combination with the driviug-shaft, 
pivoted axle, and traction-wheels on the lat- 
ter, a gear nionnted on said axle, a flexible 
counter-shaft having its joint remotefrom the 
pivot of the axle, and gears on said counter- 
shaft engaging with the gear on the ^xle, and 
with gears interposed between the driving- 
shafl and counter shaft, substantially as set 
forth. 

"5. In combination with the driving-shaft, 
■pi\^ted axle, and traction-wheels on the lat- 
ter, a gear mounted on said axle, a flexible 
■ countershaft carried by a support on the axle 
to follow the samein itsoscillatory movement, 
a gear sliding on the counter shall and held in 
engageraentwiththegearontheaxIe,andagear 
on the counter shaft engaging with gears in- 
terposed between the driving-shaft and coun- 
tershaft, substantialty as and for the purpose 
set forth. 

334,978. EDGAR PENNEY, Waynes- 
borough, Pa. Traction-Engine. Filed 
Nov. 27, 1885. Patented Jan. 26, 1886. 
Serial No. 184,117. f No model.) 

My indention relates to an improvement in 
traction-engines; and it consists in, first, a 
gear-frame which consists of a'large rigid cast- 
ing which is bolted or riveted to the extended 
portions of the outride fire-box sheet of the 
boiler, at and near the rear end of the fire- 
box, the casting being made to connect the 
sheet both above and behind ; second, the 
combination of the boiler, the engine, and a 
pivoted expansion-joint, by means of which 
the front end of the engine is connected to the 
boiler, as will be more fully described herein- 
after. 

The objects of my invention are to facilitate 
and cheapen ^he costof manufacture.and make 
it possible to duplicate with certainty any of 
the main parts of the driving and propelling 
mechanism; to enable the .engine and gearing 
to bemonntedand setupindependently of the 
boiler, and then placed in position and se- 
cured; tq strengthen the structure of a trac- 
tion-boiler,and prepare it to receive the strain, 
■without injury, which may come upon it from 
the propelling motion, and so connect the 
front end of the engine to the boiler that the 
expansion of the metal, caused by the heat of 
the boiler, will not, interfere with the fasten- 
ings" by which the engine is attacbed to the 
boiler. 

X. A gear-frame or casting which connects 
the outside edges of the fire-box sheet, and 
which has bearings for the axle and counter- 
shaft,- and a seat upon which the bed of the 
engine is supported, substantially as shown. 

2. The combination of the boiler, the sheet 
B, the gear-frame or casting, which is bolted 
between the epds of the sheet, and which is 
provided with bearings for the counter-shaft 
and axle, substantially as set forth. 

3. The combination of the boiler, the sheet 
B, applied thereto, and the casting or gear- 
frame provided with the flanges G, to sup- 
port the frame in position, and which frame 
is provided with bearings for the shaft and the 
axle, substantially as described. 

4. The combination of the boiler, the sheet 
B, applied thereto, the gear -frame or axle 
provided with a suit^ible bearing upon its top 
fpr the engine-bed, the flanges G, and the bear- 
ings for the counter-shaft, and axle, and which 
has suitable openings through it, substantially 
as specified. 

5. The combination of the boiler, the sheet 
E, the gear-frame or casting 0, provided with 
a bearing upon its upper end for the engine- 
bed, suitable openings through it, bearings for 
the counter-shaft and axle, and thelugs or pro- 
jections B, substantially as shown, 

6. The combination of the engine-bed pro- 
vided with the bearings X at one end, a suit- 
able support for the rear end of the engine- 
bed, the boiler, the bearing W upon the boiler, 
and a coupling pin or bolt for connecting the 
bearings X W thereto, substantially as set 
forth. 

335,497. BION J. ARNOLD, Hillsdale, 
Mich. Traction-Engine. Filed Dec. 3, 



1885. Patented Feb. 1. 18Ko. .Serial No. 
184,565. (No model.) 

The spirit of my iuveutiuu consists iu con- 
necting the rear axle by means of draw-bars 
with the counltr-shafl., so as to compel it to 
move coneentrieally thereto; and it further 
consists in cornpeusatingany angular displace- 
ments between the countei-'shaft and the rear 
axle by means gf the drive-pinions provided 
with a ball-and-socket joint. 

3. In a traction-engine having the rear end 
of vhe boiler supported upon elastic bearings 
upon the rear axle, the draw-bars H H. piv- 
otally connecting fhe rear axle uith the coun- 
ler-shaft Of the drive-pinions and surrounding 
said axle and shaft, iu combination with a 
ball-and-socket joint iu the drive -pinions, 
substautially as described. 

2. In a traction-engine, the combination of 
the springs G G, rear axle, C, drawbars H H, 
rounter-shaft E, pinions F F, pwvided with 
ball-and-socket joint, and the segmeutal pro- 
jections d, arranged a'ld combined substan- 
tially as described. 

336,412. SAMUEL E. JARVIS, Lans- 
ing, Mich. Traction-Engine. Filed Dec. 
17, '1885. Patented Feb. 16, 1886. Serial 
No. 185,934. (No model.) 
This invention relates to an improvement 
in traction-engines, and it is more specifi- 
cally intended to form an improvement on a 
traction-engine patented to me .March 11, 
1884, No. 294,877. 

1. In a tractiou-engine, the combination of 
the front support of the boiler having a ball- 
and socket pivot, with the front axle, of the 
brace-rods H H, pivotally connected to said 
front support, of the hangers M, secured to 
the boiler betw.een its front and rear supports, 
and having the rear ends of the brace-rods II 
H adjustably connected thereto, of the braces 
K K, secured at one end to the brackets M, 
and of the rear supports'of the boiler termi- 
nating in boxes.ia which therearaxle isjour- 
naled and to which the rear ends of the braces 
K and the front ends of the draw-bar are con- 
nected, all arranged substantially as de- 
scribed. 

2. In a traction-oiginc, a fi'ont support con- 
sisting of asaddle rigidly secured to the boiler, 
and a journal-box secured to said saddle and 
adjustable thereon in the arc o£ a circle, sub- 
stantially as described. 

3. In a traction-engine, a front support con- 
sisting of a saddle stationarily secured to the 
boiler and having twodownwardly-projecting 
flanges, and of t5\'0 boxes secured thereto and 
adjustable thereon in the arc of a circle, said 
boxes forming the journals for a sprocket- 
wheel to which motion is^conveyed by means 
of a chain, substantially as described. 

4. In a traction-engine, in combinatiou, the 
front saddle, F, having downw.ardly project- 
ing flanges A, the adjustable boxes G, having 
upwardly-projecting flanges c, the bolts .■?«", 
adjustably securing the parts together, tlie 
sprocket-wheel /, journaled in the boxes G, 
the ears g' on the boxes G, the brace-rods H, 
and the hangers M, all arranged substantially 
as described. 

5: In a traction engine, substantially as de- 
scribed, the sliding boxes N, iu which the 
counter-shaft O is journaled, which transmits 
the ti-active power by means of chains and 
sprocket-wheels, substantially as described, in 
combination with the braces K, which run par- 
allel to each other and form longitudinal sup- 
ports upon which the Eliding boxes N are 
sleeved and adjustably secured thereon, all 
combined substantially aa and for the pur- 
poses described. 

6. In a traction-engine, the combination of 
the braces K, arranged parallel to each other 
and forming a longitudinal support for the 
slidijg boxes N, of the brackets M, having 
the inner ends of the. braces K secured thereto 
vertically adjusiable,' of the sliding box N, ad- 
justably sleeved npon said braces K, and of 
the counter-Shan 0,which transmits the tract- 
ive power from the crank-shaft by means of 
sprocket-wheels and ch»ins, all arranged for 
the purpose of forming proper means for ad 
justing the drive-chains, sub.«tanlially as de- 
scribed. 

7. In a traction engine, the combination of 
the saddle J, upon which the rear end of the 
boiler is supported upon the rear axle, of the 
boxes J', in which the rear axlesare journaled, 
of theshouldei-s h, upon the lower side of said 
boxes, of the draw - bar L, provided with 
hooked inner ends, engaging with the afore- 
said shoulders, and of the system of brace- 
rods H H, conneclin^' the rear snpportsof the 
boiler with the front support on the same 
general plane, all SMb.-itantially as and for the 
purposes described. 

8. In a tractioneiigine, a ball shaped epi- 
cyclic train of gear forming one member of a 
ball and-socket pivot of the front axle, sub- 
stantially as described. 



9. The combinatiou, with the fi-out axle, of 
a ball-shaped epioyclic train of gear in the 
center of a front axle, of a sprocket-wheel hav- 
ing a central ball-socket, of the pin Q, engag- 
ing into a segmental rece.=s in the ball-socket, 
of (he hollow shafts u, and of the front wheels 
engaging with the outer ends of the hollow 
shafts, substantially as described. 

10. The combination, with the front axle 
liaving a recessed ball formed thereon, of an 
epieyelic train of gear concealed within the re- 
cesses of said ball and coicpletingitsball form, 
of a sprocket-wheel jouriialedin the frontsup- 
port and having a central ball soeket.of Ihepin 
Q, engaging into a segmental recess in said 
ball socket, and of the hollow shafts a, which 
transmit the motion from the epicyclio train 
to the front wheels, all arranged substantially 
as described. 

11. The combination of the front axle and 
front wheels with the hollow shafts ii, said hol- 
low shafts being provided npon their inner 
ends with gear-wheels forming part of a ball- 
faced epieyelic train of gear arranged to trans- 
mit motion and formiiig the ball of a ball-and- 
socket pivot, subslantially as described. 

336,440. CHARLES H. SAWYER, 

Mapleton, Dakota Ter., assignor to 'i'he 

Sawyer Steam Plow Compan;-, same place. 

Traction-Engine. Filed June 11, 1885. 

Patented Feb. 16. 1886. Serial No. 

168,438. (No model.) 

My invention relates to improvements in 
engines designed for farm and road purposes; 
and the objects I have in view are to provide 
an engine that may be used upon farms or 
roads where the ground is more or less soft 
withontsinking or becoming embedded there- 
in to any extent. 

Jly invention consists, generally, in an en- 
gine of the class described, having a traction- 
drum within which the engine proper is lo- 
cated and supported. 

My invention consists, further, in the con- 
struction and in the combination of devices 
hereinafter described, and particnlarly pointed 
out in the claims. 

1. Tlie combination of the traction drum, 
the carriage arranged therein, the engines, 
drive gearing connecting said engines with the 
drum, a frame, I, arranged in the rear of said 
drum, bars H, loosely connecting said frame 
with the carriage, and guiding means arranged 
on said frame,as and for the purpose set forth. 

2. The combination of the sectional drum 
A A, the carriage arranged therein, the en- 
gines mounted on said carriage, driving means 
connecting said engines with the drum, the 
frjime I.eonnecting-barsHjCarrying thebrake- 
shoes, the flanged gniding-wueei, and means 
for operating said wheel, as and for the pur- 
pose set forth. 

3. The combination of the drain, the en- 
gines, the carriage having its rear axle pro- 
vided with projecting ends, the frame I, hav- 
ing the guiding-wheel, the connecting-bars H, 
having grooves into which the ends of the axlo 
extend, and the pins A", as and for the purpose 
set forth. 

4. Thecombination,withthedrumandmeans 
for driving the same, of the frame I, tube I', 
rod r, wheel I', gear-segment i, worm-shaft i', 
and handles i", as and for the purpose set forth. 

5. The combination, with the sectional drum 
A A, having racks a', of the shaft or axlo B', 
having hub F',with pinions/, mounted there- 
in, the sleeves F, having geara F, the gears 
B*, meshing with racks a\ and means for driv- 
ing the shaft B', as and for the purpose set 
forth. 

6. The combination, with the drum and car- 
riage arranged therein, of the boiler having 
heads G and frame C, mounted on trunnions 
in said carriage, and the driving - engines 
mounted. on said heads C, and means connect- 
ing said engines with the drum, substantially 
as described. 

7. The combination, with the carriage, of 
the boiler haying beads C and frame C, 
mounted by hollow trunnions on the carriage, 
of the engines supported on said heads and 
having their crank-shafts passing throughsaid 
trunnions, as and for the purpose set forth. 

8. The combination, with the carriage hav- 
ing slots B', of the boiler having trunnions e, 
boxes C, and adjusting-screws S S, as and for 
the purpose set forth. 

9. Thecombination;with the drum and car- 
riage, of the bars H, connected to the car- 
riage by the ball-and-socket joints, the frame 
I, joined to said bars H, and the guide-wheel, 
and means for operating the same, as and f* 
the purpose set forth. 

10. Thecorabination,withthesectionaI trac- 
tion drum, of a carriage mounted therein, en- 
gines pivotally mounted on said carriage, and 
me;ins connecting said engine with said drum 
for driving the latter, as and for the purpose 
set forth. 

11. The sectional drum having its secUona 



622 



TRACTION ENGINES. 



~ nnited at tlie edges, with eacli section free to 
revolve independeutly of the other, in combi- 
nation with the carriage resting on the inte- 
rior of said drum, the enginesmonntedonsaid 
carriage, and driving means connecting said 
engines with said dram, as and for the pur- 
pose set forth. 

337,841. FRANK F. LANDIS, Waynes- 
borough. Pa. Traction-Enfine. i^'ilcd 
Jan. 18, 1886, Patented Mar. )6, 1886 
.Serial No. 188,894. fNo niudcl.) 
My invention relates to the frame of the en- 
gine and the connections or fiistenings nniting 
it to the boiler; and the objects of my inven- 
tion are to combine and arrange the parts so 
as to retain them in their proper relative po- 
aitiou withont strains caused by nneqnal ex- 
pansion and contraction, or by the jars and con- 
cussion to which traction-engines are subject- 
ed while upon rough roads. 

1. In combination with a boiler, the engine- 
frame rigidly secured to said boiler.at its front 
end and movably secured to the housings or 
snpporting-frame, substantially as and'for the 
purpose described. 

2. The combination of a traction-engine 
boiler, the engine-frame rigidly secured to 
said boiler at its front end and movably se- 
cnred to the housings or supporting-frame at 
its rear end, with bolts or rods secured at their 
front end to the boiler in a plane passing 
transversely across the boiler and at their rear 
end to the housings or supporting-frame of the 
traction-engine, substantially as and for the 
purpose described. 

3. The combination of a traction-engine 
boiler, its housings, and sills D with brackets 
D', secured to the front end of the fire-box, 
and links H, having their lower end secured 
to the rear end of the fire-box and their upper 
end to the frame-work, substantially as de- 
scribed. 

4. The combination of a traction-engine 
boiler, its snpportingframe, housings, aud 
horizontal bar E', connecting said housings 
with the interlocking plates eande', secured to 
the rear end of the boiler and to said horizon- 
tal bar, substantially as and for the T)urp03e 
described. 

D. An engine-frame rigidly secured at its 
cylinder's end to the top of a boiler, with its 
opposite or crank-shaft end movably secured 
to the housings or supporting-frame of the 
boiler and machinery of a traction-engine, 
substantially as and for the purpose sot forth., 

6. In a tractiou-engine, the rear end of 
boiler supported by links H,pivotal]y attached 
at their upper ends to the supporting-frame, 
substantially asand for the purpose set forth. 

7. The combination of a traction-engine 
boiler, the supporting-links H, and brackets 
G G,with a connecting or distance bar, y, sub- 
stantially as and for the purpose set forth 

8. The combination of a traction-engine 
boiler, the transverse braces D^ E*, and . the 
interlocked, tongned, or grooved plates, as e 
e", substantial! V as and for the purpose get 
forth. 

9. The combination of a traction or port- 
able engine-boiler, its engine-bed having three 
bearing-points, a single rigid bearing to the 
boiler at the cylinder's end, add two sliding 
bearingsat the opposite end, and connected to 
the supporting-frame or housings, substan- 
tially as set forth. 

339,194. MINARD LA FEVER, Battle 
Creek, Mieh. Traction-Engine. Filed 
Jan. 27, 1886. Patented Apr. 6, 1886. 
Serial N>i, 189,926. (No model.) 
My invention relates to means for mounting 
traction-engines, whereby thesame are relieved 
from injurious jarring and jolting, to which 
they are otherwise necessarily more or less 
subjected, and whereby sudden and injurious 
strain on the gearing is avoided when the en- 
gine is started. To accomplish this, I mount 
each of the truck or drive wheels upon axles 
or spindles, which are rigidly secured to a 
vibrating arm or link. Thisarmis cushioned 
above and below by springSjWhich take up all 
jar and sudden strain. 

1. Tlie combination, in a traction-engine, of 
traction-wheel spindles or axles and links or 
vibrating arras carrying said spindles pivoted 
to the body or fire-box shell at a point oppo- 
site the driving pinion shaft, substantially as 
described. 

2. The combination, in a traction-engine, of 
links pivoted at one end to the body or fire-box 
shell at a point opposite the pinion-shaft, ana 
sustained at their spindle ends upon springs 
for giving a yielding support to the machine, 
as specified. 

3. The combination, as set forth, of links 
pivoted to the body or fire-box shell at a point 
opposiCe the pinion-shaft, provided .?ith slot* 
for support againet lateral movements, aud 
springs for elastic or vieldinir verMml sup 



port, substantially as descrit)ed. 

4. The combination ot spindle - carrying 
arms or links pivoted at one end to the body 
or fii^-box she^l at a point opposite the pinion- 
driving shafts, of supporting-springs above 
and below the movable bead on said links, and 
means for ^sustaining them against lateral 
strain, substantially .is described. 

5. The combination, with the free end of a 
vibrating spindle-carrying arm pivoted to the 
fire-box shell or boiler, ofa spring, and an ad- 
justable spring-support for giving the springs 
an initial tension, substantially as described. 

340,220. A. B. LEWIS, Kalamazoo, 
Mich., assignor of two-thirds to George I-I. 
.Snoudy and John M. Shoudj', same place. 
Compensating Gear for Traction- 
Engines. Filed Ja:i. 16, 1886. Patented 
Apr. 2U, 18,S6. .'■-erial No. 188,714. (No 
mndel.) 

The object of this invention'fs to provide an 
improved compensating gear for traction-en- 
gines or other vehicles, designed to efiect more 
satisfactory results in their use aod.operation. 

1. In a compensating gear, substantially as 
set forth, the power-gear haying spokes con- 
necting its outer rim with iis hub, provided 
with a tray rigidly connecting with two of the 
spokes and supported by them, lapping pin- 
ions having rigidly-connected axles, with ro- 
table bearings at Ciich ena in the side walls of 
said tray, in combination with the internal 
gears of the shaft, which forms a meshing en- 
gagement -Ji each end with the gears of the 
traction-v/heels, substantially as set forth. 

2. In a compensating gear, substantially as 
set forth, the combination of the power gear 
provided with the tray, and the lapping pin- 
ions having axle-bearings at each end in the 
side walls of said tray, and the internal gears, 
one of which is loose on its shaft and the other 
is adjustably keyed to its shaft, whereby it 
may be adjusted laterally, aubstantiallyas and 
for the purpose set forth. 

341,702. LOYAL -C. TABER, Danforth, 
N. Y., as.signor to Wood, Taber & Morse, 
Eaton, N. Y. Traction-Engine. Filed 
3ept. n, 1885. Patented Mav 11. 1886. 
Serial No. 176.779. (No model.) 
Tlus invention relates to thetraction-engine 
for which I have obtaijed Letters Patent No. 
294,930, dated March H, 1884. 

My present invention cousists in improved 
devices for .socnring the journals of the train 
of gears on the boiler so as to thoroughly 
brace said journals and maintain the same in 
parallelism and at the requisite distances apart, 
all as hereinafter more fully dascribed, and 
specifically pointed out in the claims. 

1. In combination with the boiler A, driv;.- 
ing-shaft O, axlo F, aud the train of gears 
for transmitting motion from the driving- 
shaft to the axle, the plates a a, provided 
with the segmental back h aud with bolt- 
holes, and each having the trnnniou c cast 
in one piece therewith, bolts or rivets fast- 
ening the plates a on thij boiler-shell, and 
the metal stra]> d, extending across the ends 
of the trunnions and detachably secured there 
to,- whereby the axes of the gears are braced 
and maintained in parallelism and at the 
requisite distances apart, substantially as set 
forth and shown. 

2. In combinaciou with the boiler A, asle 
B, and gear H, mounted on said axle, the 
plate r, provided with bolt-holes, and having 
the axle-beariug e, trunnion/, aud the stays 
r r, all cast in oue piece with said plate, bolts 
or rivets fastening said plate to the side of the 
boiler-shell, and the gear F and pinion G, 
mounted on the trunnion /, substantially as 
described and sht wn. 

341,858. LINUS E. RUSSELL .and 
WASHINGTON OBEHCHAIR, Spring- 
field, Ohio. Se'f-Propelling Vehicle. 
Filed -Mar. 8, 1886. Patented May 11, 
1886. Serial No. 194,489. (No model.) 
This invention relates to improvements in 
self-propelling road-vehicles, and is designed 
to afl'ord a means of travel from place to place, 
having a view to draw other vehicles con- 
structed with accommodations for passengers, 
and is particularly designed as a means of lo- 
comotion for street-railway cars, and has for 
its objects, first, to combine the traction and 
steering wheel in one wheel, and to provide it 
with operating mechanism in such wise that 
said mechanism will accommodate itself to thu 
various lateral directions of thetraction-whenl 
itselfj second, to provide a combined traction 
and steering wheel with operating mechanism 
adapted to be supported directly by said wheel, 
and to mount the frame of the machine upon 
said wheelin such manner as to allow the wheel, 
with its operating mechanism, to be turned in 
any direction; and, third, to provide the trac- 
tion and steering wheel with a tire of sucli 



construction as to maintain the wheel upon 
the track. 

1. The combination, with a wheel suitably 
mounted, and a vehicle supported at one end 
by said wlieel aud con nccted thereto above and 
below the axis thereof, of operating-engines 
carried by and geared to the said wheel and 
adapted to move with it in its various direc- 
tions, and mechanism to guide the wheel, 
whereby a traction and guiding wheel is'con- 
stitnted of a single wheel. 

2. The combination, with a wheel suitably 
inounteo, of an operating-engine carried there- 
by and gcired theret.o independently of the 
shaft of the wheel and adapted to move with 
the whTScl in its various directions, and the 
guiding mechanism to guide the wheel, where- 
by a traction and guiding wheel is constituted 
ofa single wheel. 

3. The combination, with a wheel suitably 
mounted, and a vehicle supported at one end 
by said wheel and connected thereto above and 
below the axis thereof, of an operating-engine 
carried directly thereby and geared thereto 
independently of the shaft of the wheel and 
adapted .to move with the wheel in its A'a- 
rions direolions, and guiding mechanism to 
guide the wheel, whereby a tnictiou andgnid- 
iug wheel is constituted ofa single wheel. 

4. The combination, with awheel suitably 
mounted and_ having cog-rims, of an engine 
carried' directly thereby and having shafts 
geai'cd to said rims, the engine being adapted 
to move with the wheel in its various direc- 
tions. 

5. The combination, with a wlieel suitably 
mounted and having cog-rims, of an engine 
carried directly thereby and having shafts 
geared to said rims^the engine being adapted 
to move with the wheel in its various direc- 
tions, and asegment connected with thewheel- 
niountings, and a hand-wheel, its shaft and 
pinion, whereby a traction and guiding wheel 
is constituted of one wheel. 

C. The combination, with awheeLand a ve- 
hicle-frjme supported at one end thereby and 
having cog-rims, of an engine carried directly 
by said wheel and having shafts geared to said 
rims, the engine being adapted' to move with 
the wheel in its various directions, aud a seg- 
mentconnected with the wheel-mountings, and 
a shaft mounted upon the vehicle-frame and 
having a pinion and hand-wheel, whereby a' 
traction and gniding wheel is constituted of 
Oiie wheel. 

7. The combination, with thewheel,the rim 
supported thereby, and the standards, of the 
upper and lower rims of the vehicle-frame 
con^lected together, the yoke, the springs, and 
the snspensiou-rods connected with the springs 
and with the lower frame-rim. 

8. The combination, with a wheel suitably 
mounted, of operating mechanism carried di- 
rectly by said wheel over its a-xis aud geared 
thereto independeutly of and eccentrically t-o 
its shaft and adapted to move with the wheel 
iu its various directions, and guiding mechan- 
ism, whereby a traction and guiding wheel is 
constituted ofa single wheel. 

9. The combination, with a wlieel suitably 
nionuted and a vehicle-frame- connected with 
the wheel, of operating mechanism carried di- 
rectly by said wheel vertically over its axis 
and geared thereto independeutly of and ec- 
centrically to its ghaft and adapted to move 
with the wheel in its various directions, and 
guiding meohauism, whereby a traction and 
guiding wheel is constituted of a single wheel. 

10. The combination, with awheel, ^rimsnr- 
roundingit, girdera extending across the rim, 
lateral braces and vertical standards in which 
the wheel-shaft is mounted, of engine-cylin- 
dci-s and a hollow yoke connected together and 
mounted upon the said standards, and the en- 
gine-shafts geared with said wheel independ- 
ently of and eccentrically to its shaft. 

11. The combination, witha wheel carrying 
cog-i'inis and a horizontal rim surrounding the 
wheel, girdei's extending across the horizontal 
rim, lateral braces, and vertical standards in 
whitli said wheel is mounted, of engine-cylin- 
ders and a hollow yoke secured together and 
mounted npou the said standards, the engine- 
shafts having pinions meshing with said cog- 
rims ajid mounted in said standards and in 
other standards carried by the horizontal rim. 

12. The combination, with the engine-cyl- 
inders and the hollow yoke forming the ex- 
haust-chamber connected to the cylinders, of 
the standards upon which the cylindei'S and 
the yoke arc mounted, and the rim and gird- 
ers which support said standards. 

13. The combination, with the horizontal 
rim siJrrounding the wheel and the wheel sup- 
porting said rim, of the upper and the lower 
rims of the vehicle-frame, the latter fittingthe 
horizontal rim, and uprights connecting the 
frame-rims together.' 

342,598. GEORGE T. GLOVER. Chi- 
cago, 111. Traction-Engine. Filed July 
23, 1885. Patented Mav 25,' 188b. Serial 



TRACTION ENGINES 



623 



No. 172.355. (No model.) 

My inveation, Tirhile applicable to traction 
0. Toad engines generally, is pacticnlarly ap- 
plicable to a traction or road engine adapted 
- for use upon ice roads in tlielnniber regions as 
a means for drawing sleds that are heavily 
loaded with logs.- 

The objects of my invention arc, first, to 
combine with the enginetrnck a propelling 
attachment operated from the eugiiic by an 
endless-ehain belt, which, when driven in a 
direction to caase the propelling attachment 
to advance and push forward theengine-trnclc, 
shall also serve as a means for exerting upon 
the propelling attiichmentacontinnonsdown- 
w.'^rd poll or tension in a manner to increase 
ilie traction of the same proportionally to 
I he weight and resistance of the loaded eugi nc- 
track and tne motive force applied to drive 
the endless chain belt; secondly, to attain a 
like resnlt when the chain is driven in a di- 
rection to cause the propelling attachment to 
draw the engine-tmck backward; thirdly, to 
atilize the weight and resistance of one oi 
more sleds or other like vehicles attached to 
and drawn by the propelling attachment as a 
means for increasing the traction of the wheels 
of the latter; fonrthly, to permit in the start- 
ing ap of the engine a limited initial action 
thereof in advance of the transmission of 
power therefrom to a driving-shaft employed 
as a member of a power-transmitting mechan- 
ism that is actuated from the engine, whereby 
the engine may be permitted to get underway 
before its full power is exerted to drive the 
power - transmitting mechanism; fifthly, to 
provide simple andefQcient means for pre- 
venting the endless-chain belt that is em- 
ployed to drive the propelling attachment 
from- slipping or.working sidewise from off its 
sprockets; sixthly, to utilize exhaust or waste 
steam from the engine as a means for melting 
down rough ice, and for supplying water to 
form new ice, serving to kef p an ice road in 

constant repair; and, finally, to provide cer- 
tain novel and improved details tending to 
promote the general efSciency of the appara- 
tns. as hereinafter set forth. 

In carrying out my invention the truck- 
frame which supports the engine is mounted 
•upon wheels or runners, so that it may he 
pushed or drawn iilong the rsad. The pro- 
pelling attachment is provided with traction- 
wheels, and is arranged opposite one end of 
the engine-truck, its point of location being 
more desii'ohly iu rear of the engine truck, in 
which case ft is connected with the forward 
end portion of the engine truck by means of 
horizontally-arranged arms, that are ext«nded 
forward from the axle of said traction-wheels, 
and at their forward ends jointed to the en- 
gine-truck. By nieans of said arms the en- 
gine-truck can be pushed forward or drawn 
back," according to the direction in which the 
traction-wheels are revolved. 

Thetraotion-wheclsotthepropellingattaoh- 
meiit are driven from the engine by means of 
an endless -chain belt, serving to connect a 
sprocketupontheengioe-truck with asprdcket 
upon the'axle of the said traction-wheels, the 
sprocket on the engine-truck being included 
in a poster-transmitting device that is driven 
from the engine. That portion of the chain 
which passes from the highest portion of the 
sprocket of the propelling attachment to the 
highest portion of the sprocket upon the en- 
gine-truck inclines downwardly from the 
former to the latter, this inclination of said 
portion of the chain being desirably attained 
by making the sprocket of the propelling at- 
tachment the larger of the two and mounting 
it upon the traction-wheel axle, which is set 
somewhat higher than the axle of the engine- 
truck sprocket. Said arrangement permits 
the chain -to exert upon the sprocket of the 
propelling attachmentrand consequently upon 
the traction - wheels, a downward pull when 
the chain is driven in a direction to cause the 
propelling attachment to posh the engine- 
truck forward, in which way the traction of 
the wheels of the propelling attachment will 
be increased proportionally to the motive, 
power and the weight and' resistance of the 
engine-truck. 

The axle of the propelling attachraeat car- 
ries a tilting support extending both forward 
from and to the rear of the axle. This sup- 
port carries at its rear end an idler-pulley, 
and in front of the axle is provided with one 
or more rollers. - The idl^r-pniley is sitnated 
somewhat below and to the rear of {he sprocket 
of the propelli^ng attachment, and the endless- 
chain belt, which passes over the sprocket of 
the propelling attachment, .ilso passes under 
the idlor-paltey, which thereby serves to hold 
the chain off fron» the lower po.-tiou of the 
said sprocket. The roller or rollers ;it the for- 
wai-d end of the aforsaid support bear upward- 
ly against the niider side of the engine plat- 
form, 80 as to limit the extent ^o which the 
pulley at the rear end of the support -sin be 



dmwndown. By such arrangement theohain 
will exert a downward pull upon the sprocket 
of the propelling attachment when the chain 
is driveu in a direction to tnrn the tuiction- 
wheels backward. Thisdownward pullserves 
to increase the traction proportionally to the 
motive power and the resistance to be over- 
come at such times as it may be necessary to 
draw b-ifik the engine-truck. 

Means are provided for directing a steam 
lefoi' jets onto the ice road, so as to melt any 
rough ice thereon, and alco water the road, 
in order that new ice can be formed, and hence 
i.he road kept in constant repair^ 

Chain attachments are provided between 
i.he engine-truck and the arms of the propel- 
ling attachments, so as to steady the arms and 
Iteep the two sprockets in line, in order to pre- 
vent the drive-chain from working off either 
sprocket. Means are also devised -whereby, 
when the engine is first started up, it shall be 
allowed aliinited extent of action before posi- 
tively actuating a dt-awing or power-transmit- 
ting mechauiaui. 

In.addition to the foregoing, cei-tiiin devices, 
hereinafter particularly speci tied, areprovided 
fur adding to the general efficiency of the ma- 
chine or apparatus — for example, means for 
permittingaliinited extent of rotary play of tho 
traction-wheels independent of the axle, to fa- 
cilitate turning, and a simple arrangement 
whereby the distance of tho wheels apart can 
be readily vaWed. 

1. .In a traction or road engiu&, the engine- 
truck carrying an engine, and provided with 
the small sprocket G'^, driven from the said 
engine, iu combination with the separate pro- 
pelling attachment constructed with a pair of 
traction-wheeis, horizontal arms X, extending 
forward from the axle of said wheels and 
jointed to the engine-truck, and the larger 
sprocket H', mounted between the wheels ol 
the propelling attachment and standing higher 
than the sprocket G' of the engine-truck, sub- 
stantially as set forth, the two sproclcefcs be- 
ing connected by a chain belt which inclines 
downwardly from tho upper portion of the 
propelling attachment to the upper portion 
of tlie sprocket of the engine-truck, whereby 
when the traction-wheels of the propelling 
attachment are driven, through the medium 
of the chain and sprockets, in a direction to 
advance the engine-truck the traction of said 
traction-wlicels shall boincreased proportion- 
ally to the weight of the enginetrnck and 
the opposition thereof to the forward move- 
ment of tho propelling atU'-.chment. 

2. Tho combination, with the engine-truck 
carrying a sprocket that is driven from the 
engine, of a traction propelling attachment 
provided with asprocket, H, thatis driven by 
,v chain belt from the sprocket of the engine- 
truck, and an idler-pulley carriedby thetrac- 
tion propelling altachment and held in posi- 
tion to hold the chain belt off from the lower 
portion of the sprookct of the said traction 
propelling attachment, substantially as de- 
scribed. 

3. The combination, with the engine-track 
carrying a sprocket that is driven from tho 
engine, of the traetion propelling attachment 
provided with arms L, supported from the 
axle thereof and supporting in rear of and 
somewhat under the sprocket H of the pro- 
pelling attachment an idler-pulley that holds 
off from the said traction-wheel a chain belt 
which is employed to connect the latter with 
i.he traction-wheel of t'je enginetrnck, said 
arms being arranged to bear at their forward 
ends upwardly against some portion of the 
engine-truck, substantially as described. 

4. The combinatior, with the engine-truck 
carrying the engine and the traction propel- 
ling attachment driven from the engine and 
arranged in rear of the engine-track, of the 
horizontal arms connecting the traction pro- 
pelling attachment with the forward portion 
of the engine-truck, an adjusting-screw sup- 
ported from said arms at a point over the en- 

gine-trnct, and a spring placed between and 
connecting the lower end portion of the ad- 
justing-screw with the engine-truck, substan- 
tially as described. 

5. The combination, with the engine shaft, 
of the counter-shaft driven therefrom, a worm 
keyed to the counter-shaft to rotate therewith, 
bnt to slide thereon with an end movement, 
stops arranged upon the counter - shaft to 
limit the extent of slide in either direction 
)n the part of said worm, and a worm-wheel 
engaged and driveu by the worm, substan- 
tially as described. 

6. The combination, with the engine-truck 
adapted to move upon ice roads, of the steair 
engine and boiler, the ptrforated jet-pipe E, 
arranged below tho trnck, tho slennipipe It', 
connecting the jet-pipe witli tiie i- Miausi olthe 
engine, and a three-way cock arruiipji* be 
tw ecu the steam and exhaust pipe, suLtstau 
tially as and for the purpose described. 

7. The combination, with the eniri no-truck 



and tho appended traction propelling attach- 
ment driveu by a chain belt from a sprocket 
npon the engine-truck, of the horizontalarmE 
K, connecting the traction propelling attach- 
ment with the forward' portion of the engine- 
t-uck, and the chains S, arranged to connect 
the said arms with the engine-truck, substan- 
tially and for tho purpose described. 

S. Tlio combination, with the engine-truck 
carrying asprocket, G , driven from an engine 
upon the said truck, of a propelling attach- 
ment consisting of a sprocket, H', and a pair 
of traction - wheels sedured upon an axle, a 
chain belt, H, connecting tho sprocket of the 
engine - truck with the sprocket; of the trac- 
tion propelling attachment, in the manner 
described, arms K, connecting the traction 
propelling attachment with the forward por- 
tion of the engine-track, and an idler-pulley, 
H', supported froni the axle of the traction 
propelling attachment, substantially as set 
forth, said members being organized for oper- 
ation as specified. 

9. The combination, with the engine and its 
trnck, of the propclling'"aftachment provided 
with a pair of traction-wheels,I',and a sprock- 
et arra'iged upon an axle having a spline, »', 
which passes through segmental recesses i in 
tho hubs of the traction-wheels, substantially 
.IS described. 

343,910. JAMES LEIGH, Orono, Ontario, 

Canada. Traction-Engine. Filed Oct. 

19,1885. Patented June 15, 1886. Serial 

No. 180,246. (No model.) 

All mechanics who are familiar with trac- 
tion-engines know that those commonly in use 
derive traction from only one pair of wiieels, 
and as a consequeace a large portion of the 
weight of the engine is supported upon a pair 
of dead-wheels, which must be pushed by the 
traction-wheels. 

By the adoption of my invention I am ena- 
bled to convey the motion to all the ground 
wheel axles, no matter how many are em- 
ployed, witiioot in any way impairing theii 
usefulness for steering or other purposes, and 
consequently the full weight of the traction- 
engine is utilized for traction-power. 

1. The combination, with the axle E, pro- 
vided with the ball D, having slots e, of the 
sprocket wheel A, detachable plate 0, having 
hob Z> and slots /formed iu said wheel and 
plate, and the pins j7,engaging said slots, sub- 
stantially as and for the purpose specified. 

2. In a traction-engine, the combination, 
with the bracket B, of the sprocket-wheel A, 
liaving hubn, .liaving bearing in said bracket, 
the detachable plate C, having hub &, having 
a bearing in said bracket, the axle E, provided 
with ball D, formed with slot&e,,cup (2, formed 
on the inside of said wheel and plate and 
adapted to receive the ball D, said cup pro- 
vided with slots f, and the pins g, engaging 
said slots, substantially as and for the purpose 
specified; 

3. The combination, with the axle E, formed 
with ball D, and sprocket-wheel A, formed 
with socket to receive said ball, of the two- 
part bracket B, recessed to receive said wheel, 
and forming a support ^nd as'a protection 'or 
casing for said wheel and ball-and-socket con- 
nection, as set forth. 

343,969. OTHO STEVENS, Spring 
Valley. Minn,, assignor of one-half to Je- 
rome A. Stevens, same place. Traction- 
Engine. Filed July 24. 1884. Patented 
June 15, 1886. Serial No. 138,694. (No 
model.) 
- My invention consists, first, in the means by 
which the boiler is mounted, apon the front 
axle of the engine; second, in the improved 
construction ana arrangement of the gearing ' 
whereby driving - power is communicated to 
the front axle and a swiveling movement ig 
allowed thereto; and, third, in an improved 
device wherebyadifferential motion is allowed 
10 the front wheels, tq allow a free turning 
movement when the engine is directed out of 
a straight line, and the driving-gear still re- 
main coupled to the axle when the engine is 
directed straight forward, all substantially as 
hereinafter set forth. 

1. In combination with the boiler V, the 
frame or casting A, provided with the brace 
portion A', on which the transmitting drive- 
gear is mounted, and -with a spider in which 
is monuted the socket-gear E, substantially as 
•and for the purpose herein specified. 

2. The combination of the casting or.frarae 
A, provided with a set of anti-friction rollers, 
15 B, turning in bearings thereof, the socket- 
gear E, turning in a spider of the casting and 
having enlarged journals revolving in contact 
with the friction-rollers, and the ball-gear D, 
baving projecting pins G G, provided with 
anti-friction sleeves s », which play iti grooves 
c I of the socket-gear, substantially as and for 
the purpose herein specified. 



624 



TRACTION ENGINES. 



3. The combination of the frcaL axle liaving 
a gcirwbeel, O, tbereon, the wheel-hub E, 
having a geHrwheel, P, thereon, of a little 
smaller diametev than the gear-wheel O, and 
the double pinions N N, ouc a little larger in 
diameter than the other, gearing respectively 
into the said gear-wheels, snbstantially as and 
for the purpose herein specified. 

348,538. JOHN V. STRIBLING, 

Westminster, S. C. Steering Apparatus 

for Traction - Engines. Filed Jan. 5, 

1885. Patented Aug. 31, IS86. Serial 

No. 152,005. fNo model.) 

This invention relates to improvements in 

steering apparatus, designed principally for 

use in road or traction ongljrcs, bnfc which can 

be used in vessels i>ropollcd by power, where 

the same can be advantagcous^Iy applied, all 

of which will be hereinafter more particularly 

described, and pointed out in the claims. 

1. In a steering apparatus, the combination 
of the reversed conical friction-rollers F F, 
the sliding friction-roller 11, the shafts, pul- 
ley G", the shaft) B", worm-wheel ft", and seg- 
ment-rack D d, substantially as and for the 
purpose described. 

2. The combination of the driving appara- 
tus of a motive power, the pulleys G' G G", 
ami connecting shafts and belt, the shaft ,v, 
.rollers P T? and If shaO B". worm-wheel h", 
segment-rack D <J, wheel E, and pin E", and 
axle I, substantially as and for the purpose 
described 

351,112. VICTOR KROH, Krumau, Bo- 
hemia, Austria-Hungary. TractlonEn- 
gine. Filed Jan. 25, 1886. Patented Oct. 
19, 1886. Serial No. 189,690. (No 
model.) 

The Street-Ioeoraot'ves or traction engines 
now in use haveseveral defects in consequence 
of their construction which limit their nse foi 
^.he drawing of heavy vehicles on ordinary 
roads, and for the working of agrTcultural ma- 
chinery. 

The traction-engine represented in the ac- 
companying drawings is constructed on an en- 
tirely new principle, which will be readily 
understood from the following specification, 
and consists of, first, the boiler and fittings; 
second, the driving-gear: third, the carriage. 

1. In traction-engines, the combiuation, with 
the<?ngiue, of dri\'ingaud carrying rings or 
tires, from the outer periphery of which said 
engine Is wholly supported, snbstantially as 
and for the purpose specified. 

2. Tn traction-engines, the combination, with 

the engine, of driving and carrying rings or 
tires and rolling bearings, from which the en- 
gine iSBupportod, resting on the outer periph- 
ery of said rings, substantially as and for the 
purpose specified. 

3. In traction-engines, theeorabination,with 
the engine, of elastic driving and carrying 
rings or tires, from the outer periphery of 
which said engine is wholly supported, sub- 
stantially as and for the purpose specified. 

4. In traction-engines,the combination, with 
the engine, of driving and carrying rings or 
tires, from the outer periphery of which said 
engine is wholly supported, and rolling braces 
applied to the outer periphery of the rings to, 
brace the same, substantially as described, foe, 
the purpose specified. 

5. In tractioif-eflgines, the combination, with 
the engine, of elastic driving and carr.ving 
i'ings or tires, from the outer periphery of 
which said engine is wholly supported, and 
revojnble controlling bracesapplied to the .laid 
onter periphery of the elastic rings to brace 
the same and control the degree of elasticity 
theFeof, snbstantially as and for the purpose 
specified. 

6. In traction-engines, the combination, with 
the eDgin6, of driving and carrying rings or 
tires, and revolnble bearings for and driven 
by said engine, said revolnble bearings resting 
and operating on the onter periphery of the 
rings tu drive the same and support the engine 
therefrom, substantially as described, for the 
purpose specified. 

, 7. In traction-engineSj the combination, with 
the engine, of elastic driving and carryiUfe 
rings or tires, and revoluble bearings for and 
driven by said engine, said revoluble bearings 
resting and operating on the outer periphery 
of the rings to drive the same and support the 
engine therefrom, snbstantially aa~described, 
for the purpose specified. 

8. In traction-engines, the combination, with 
the engine, carrying and driving rings or tires, 
and revolnble bearings /or and driven by the 
engine, said revoluble bearings resting and 
operating on the outer periphery of the rings 
to drive the same and support the engine there- 
from, of rolling braces also applied to and op- 
erating on the outer periphery of the rings to 
brace the same, substantially as and for the 
purpose specified. 



9. In traction-eugines,thc combination, with 
the engine, elastic carrying and driving rings 
or tiros, and revolnble bearings for and driven 
by the engine, said revoluble bearings resting 
and operating on the outer periphery of the 
elastic rings to drive the same and support 
the engine therefrom, of rolling braces also 
applied to and ox>eratingontheonter periphery 
of the elastic- rings to brace the same, substan- 
tially as and for the purpose specified. 

10. In traction-engines, the combination, 
with the engine, of rings or tires provided witi 
a gi'oove in their outer periphery and rolling 
bearings connected witli and supporting the 
engine, resting'on said outer periphery of the 
rings and bearings in the gi'ooves thereof, sub- 
stantially as described, for the purpose speci- 
fied. 

11. In traction-engines, the combination, 
with the engine and rings or tires provided 
with a groove in their outer periphery, from 
which periphery the engine is supported, of 
controlling and steering wheels or rollers sup- 
ported from the engine and working in the 
grooves of the rings, connecting-links for con- 
necting the supports for the steering-wheels 
on opposite sides of the engine, and gearing 
for rotating the said supports on their pivote 
to control the direction of travel of the sup- 
porting rings, substantially as and for thepnr- 
pose specified. 

12. In tractiou - engiiies, the combination, 
with the engine supporting ot driving rings or 
tires, from the outer periphery of which the 
engine is supported, said rings havingagroove 
in their outer periphery provided with a series 
of holes or sockets, of supporting- wheels for 
the engine, connected therewith and driven 
thereby, said wheels being provided with teeth 
that engage the holes or sockets in the groove 
of the drive andsupporting rings, substantially 
as and for the purpose specified. 

13. In traction-engines, the combination, 
with the engine, supporting and drivB rings or 
tires, and rolling bearings from which said en- 
gineis supported, resting on the onter periph- 
ery of said rings, of water-tanks supported oc 
vertical pivots seciued to the engine in prox 
imity to the rings and controlling and guid( 
wheels mounted on said tanks, and operating 
on the periphery of the rings, substantially as 
described, for the purpose specified. 

14. In traction-engines, the combination of 
a boiler, an engine, a carrying-frame therefor, 
and a crank-shaft operated from the engine,' 
and having its bearings in said carrying-frame, 
of rings or tires and wheels secured to the 
outer ends of the crank-shatt bearing, and op- 
erating on the outer periphery of said rings to 
drive the same ai\d sui)port the engine-frame 
therefrom, snbstantially as and for the pur- 
poses specified. 

351,733. HARRY H. BRIDENTHAL, 

Latrobe, Pa. Road-Engine. Filed Apr. 

14, 1886. Patented Nov. 2, 1886. Serial 

No. 198.855. (No model.) 

My invention relates to that class of engine 
used as'a portable motor, and also as a traction 
or road engine. 

The objects of my improvements are, first, 
to simplify and to rednce the weight and cost of 
engines of this kind; second, to provide means 
whereby the relative speeds of the engine 
proper and that of the traction-wheels may 
be varied at will, for the purpose of increas- 
ing the rotative force applied to the wheels 
when necessary; and, third, to provide a de- 
vice whereby to prevent one of the traction- 
wheels' from slipping and racing, through the 
action of the eqnational gear, while the op- 
posite traction-wheel stands still; arid it con- 
sists in connecting tihe engine proper and the 
traction-wheels by a gear consisting of a sys- 
tem of vibrating arras or levers carrying ad- 
justable sliding blocks connected by rods with 
friction or other style of pawls on a ratchet 
cr friction wheel, and in combination with 
the eqnational gear a sysfem of centrifngal 
stopping-pawls. 

1. Thucombi nation, in a road-engine, of the 
cmnk K, rods m in', levers//', arms & ft', slid- 
ing blocks d d', rods h li', pawls e ^, and the 
drive-wheel G, snbstantially as and for the 
purposes herein specified. 

2. The combiuation of the vibrating arms ft 
6', blocks d d\ rods h A',' pawls e e', rods n n', 
and the lever D .T, snbstantially as and for the 
purpo.se herein described. 

3. In combination with the pawls e e', the 
rods » t', springs o <f, levers o o', and the rods 
ft n', substantially as and for the purposes 
herein specified. 

4. The combination of the pawls e e', rods i 
i'y levers o o', rods n nf, levers D, J, and 'tX,attd 
the notched arc-piece B, snbstantially as and 
for the purposes herein specified, 

5. In combination with the pawls e <! and 
the wheel G, the friction-rollers w vf, substan- 
tially as and for the purposes herein specified, 

ti. The combination of the e<(uational gear 



intermediate pinion, v, disk v, weighted cen- 
trifugal pawls ( (, spring y, drive-wheel G, and 
(he stops 9* t*, substantially as and for the pur- 
poses herein specified. 

7. In combination with the pawls 1 1 and 
the springy, the adjustable pins do^, substan- 
tially as and for the purposes set forth. 

8. The combination of the eqnational gear 
F G 11, gears »^ >■', spnr-pinions « »', shaft x, 
disks v' r', and the centrifugal pawls f, snb- 
Ktantially in the manner and for the purposes 
herein specified. 

9. The combination of thelever stud fe, axle- 
bracket H, and the hrace-rod V, substantially 
as and for the purposes herein specified. 

352,220. HENRY BUSHNELL, New 
Haven, Conn. Axle-Joint for Road- 
Engines. Filed Apr. 6, 1886. Patented 
Nov. 9, 1886, Serial No. 198,015. (No 
model . S 

The object of my invention is to provide a 
device or joint for mounting a driving-wheel 
on the forward axle of a locomotor or road- 
vehicle, for transmitting the motion of the 
driving-wheel to the axle while its axis is de- 
flected from the axis of the wheel. 

In a traction-engine, the combination of the 
axle having a central globular bearing, m', 
provided with opposite longitudinal grooves 
or slots, r, the driving-wheel m", having oppo- 
site radial recesses adapted to receive theper- 
forated radial steps t-, the pair of bearing- 
sleeves m% bolted, respectively, on opposite 
sides of the driving-wheel and adapted to se- 
cure the steps in place, each having internal 
concave bearings fitting the globular part of 
the axle, and external cylindrical journals fit- 
ting fixed bearing in the frame-work of the 
e'ngine, and the oscillating pins /, jonrnaled 
in the steps H, and having reetangolar heads 
fitted in the slots, all arranged and combined 
substantially in the manner and for the por- 
jiose specified. 

352,385. WILLIAM APPLEGARTH, 

Fresno, Cal. Road-Engine. Filed Aug. 

25, 1886, Patented Nov. 9, 1886. Serial 

No. 211.8.59. (No model.') 

My invention relates to that class of tftvel- 
ing wagons which carry an engine for supply- 
ing the motive power, and which are known 
as "road-wagons." 

My invention xsonsisls in the constrtiotion 
and combination of devices which I shall here- 
inafter fully explain. 

The object of my invention is to provide a- 
simple wagon of this class adapted to have 
great tractile power. 

1. In a road-wagon, the wheeled frame A, 
the engine thereon, and the shaft G, with its 
chain-pulleys H, forming part of the power- 
transmitting mechanism from the engine to the 
driving-wheels, in combination with the feath- 
ered clntcbes J, engaging one side of said pnl- 
leys, and the feathered clutches ^ engaging 
reversely the other side, snbstantially as herein 
described. 

^. In a road-wagon, theframeA, haviligthe 
main supporting or carrying wheels 0, and the 
engine D, in combination with the shaft G, 
driven from the engine, the loose chain-pul- 
leys H on the shaft, the endless chains I, pass- 
ing from'Said pulleys to and around the pe- 
ripheries of the w heels 0, the feathered dotcbes 
J, engaging one side of the loose pulleys, the 
feathered clutches K, engaging reversely the 
other side of said pulleys, and mechanism itit 
simultaneously throwing one set of clutches 
into and the other out of engagement, sub- 
stantially as'herein'described. 

3. In a road-wagon, the frame A, having the 
main supporting or carrying wheels 0, the 
engine D on the frame, the shaft O, the l6o6e 
chain-pulleysH on thesfaaft, the endless chains 
I from said pulleys around the peripheries of 
the wheels C of the frame, and mechanism for 
driving the shaft from the engine, in combi- 
nation with the feathered clutches J, engaging 
one side of the loose pulleys H, the feathered 
clutches K, engaging reversely the other side 
of said pulleys, the pivoted levers/, secnred 
to the clutches J, the pivoted levers 1c, secured 
to the clutches K, and the sliding bar/, with 
which said levers are connected, substantially 
as and for the purpose herein described. 

4. In a road-wagon, the frame A, having 
main supporting and carrying wheels 0, and 
an engine, D, in combination with the endless 
chains I, driven by the engine and passing 
around the peripheries of the wheels C, and 
the shots 1/ on the chains, substantially as 
herein described, 

353,165. JOHN Q. A. NEWSOM, Sey- 
mour, Ind. Traction-Engine. Filed Feb. 
13, 1886. Patented Nov. 23, 1886. Se- 
rial No. 191,825. (No model.) 
My invention relates to traction-engines for 
road and farm us6; and my object is to provide 
an engine of simple construction which Is' 



TRACTION ENGINES. 



625 



adnpted to be used as a portable stationary en 
gine fur transmitting power to different kinds 
of maohinery — such as tlirashiDg-macMues, 
corn-sbcllers, and saw-mills— as well as to op- 
erate a roller or a gang-plow or spiral plow in 
farming operations on a large ecalo, and, in 
short, for all the porposes for which traction- 
engines can be employed. 

I have shown and described several differ- 
ent forms of engines belonging to the general 
class in which tbe traction-wheels support a 
flexible traction-belt which runs on the ground 
between the wheels, and acts as a track which 
Inconstantly taken up and relaid, and upon 
which the wheels travel, the belt in its contact 
with the ground forming the traction-surface. 
■My traction engines, however, include ini- 
piovements upon this general class, among 
which may be mentioned a novel construction 
of the tra(;k-sections, by which their traction- 
power when in contact with the ground is 
greatly increased. 

Another special improvement consists in 
providing the engine with two pairs of trac- 
tion-"\vhcels carrying the chain track and jonr- 
nalcd soas to runinanuuvarying plane of ro- 
tation, and in combining with them a steering- 
truck located either at the frootor rear of the 
engine, and special devices cpon which the 
greater portion of the weight of the engine 
and drive-wheels is bronght while the steer- 
ing-truck is being operated, so that the steer- 
ing of tlie engine is carried on easily and ef- 
fectively in spite of the rigid attachment of 
the diive-wheels, it being readily understood 
that in the absence of some such device the 
large wheel-base afforded by two pairsof non- 
swiveliog traction- wheels, would prevent the 
effective operation of a sinscle steering- truck. 

Thf> invention consists, further, in providing 
3 very large wheel-base to the engine, which 
not only increases the tractive pow,er, bnt also 
prevents the front part of theengine from rais- 
ing or "rearing up." 

It consists, further, in arranging the-crank- 
sbaft and other working parts and the power- 
connections below the boiler so as to bring 
the center of gravity as low as possible, and 
thos insure the stability of the cnglQe, 

It consists, further, in the ronstruction and 
arrangement of the gearing for transmitting 
power from the crank-shaft to the traction- 
wheels, and, finally, in details of construction 
which are illustrated in the drawings and fully 
hiereinafter described, 

1. A steam traction-eugine haviogtraction- 
wheels carrying an endless track and running 
on fixed axles, a steering wheel or truck, a 
pair of auxiliary wheels having- a limited ver- 
tical movement, and means fi>r depressing such 
wheels below the base-lineof the main traction- 
wheels, substantially as described. 

2. ' In a steam traction-engine, the combina- 
tion of the traction-whe^s mounted on fixed 
axles and supporting thfe. engine, a pair of 
anxiliary wheels hiaving a, limited vertical 
movement, an auxiliary steam-cylinder, a pis- 
ton within such oj^linder, connected to the 
auxiliary wheels, a swinging steering wheel 
or truck, and an endless track on the trr.ction- 
. wheels, substantially as described,^ 

3. A traction-6Dgiuehaviogtraction-wheel3 
running Jh an unvarying plane relatively to 
the engine-frame, an endless track, a single 
steering whepl or ..truck, a pair of auxiliary 
wheels journaled between the drive- wheels 
and running on the endless track, and ineanS 
for depressing said auxiliary wheels below the 
plane of the base-line of the traction-wheels. 

4. In a -steam traction-engine, the combina- 
tion, with the boiler-&ame and front and rear 
traction-wheels, of a pair of anxiliary wheels, 
'as I, moufat^d in curved slotted boxes placed 

between thetractionordriviugwheels, asteam 
. cylinder and piston, and connections between 
said auxiliary wheels and pistqu in the form 
of a lever, by which the said wheels I maybe 
raised above or lQw;ered below the hise-line of 
the driving or traction wheels, substantially as 
and for the pu'cposes set forth. 

5. In a steam traction-engine mounted upon 
traction-wheels running in a fixed plane of 
rotation and carrying aii endless track, a pair 
of wheels, as I, havinga limited vertical move- 
ment and running upon the endless track, a 
steam cylinder and piston independent of the 
main dVivingcylinder, and a pivoted lever 
connected to the piston-rod of such cylinder 
and bearing upoa the axle of the said wheels 
T, substantially as described and shown. 

S. A flexible endless track for a traction- 
engint\ composed of plates each forra'ed in one 
piece hinged together, and having rectSjignlar 
^recesses in their bottom faces, suiistantially as 
and for the purposes set forth. 

7. In combination with a traction - wheel 
composed of two sections mounted upon j^ 
common hub and having inclined flanges' |in 
endless flexible track composed of hinged 
platcfl having rectangular recesses on their 
tract ion- surface, and a rib adapted to fit the 



space between the sections composing the 
wheel, substantially as described. 

8. In a traction - engine having fraction- 
wheels.running in an unvarying plane of ro- 
tation, a pair of wheels, as I, journaled be- 
tween the traction-wheels and running on the 
endless track supported by such wheels, a 
steering-truck located .'t the rear of the en- 
gine, and means for throwing the weight of 
the engiue npon said wheels I aiid the rear 
stceringtruek. substantially as described. 

9. Iti a traction-engine, the combiualiou of 
the fly-wheel shaft operated directly by tho 
engine-crank ^nd revolving on the journals of 
the main traction-wheels, a counter-shaft op- 
erated by the fly-wheel shaft., and in its turn 
openiting such traction wheel, substantially 
as described. 

354,488. CLAYTON W. RUSSELL. 

Springfield, Ohio. Road-Vehicle, Filed 
Oct. 14, 1886. Patented Dec. U, 1886- 
Serial No. 216.254. (No model.) 
Xhis invention relates, to improvements in 
self-propelling road vehiclftj; and ithasforits 
objects, first, to provide mechanism for ,.fric- 
tionally connecting the driving-shaft with, the 
driving-wheels, whei-eby both of said wheels 
and said shaft will rotate ip unison when the 
traveling is in a straight or approximately 
straight line, and whereby, npon departing 
from thiat line and traveling in a curvature or 
otherirregulardirection, the wheel which shall 
accomplish the greater distanceshall maintain 
its cnJBOn movement w:ith the shaft, while the 
wheel which is accomplishing the lesser dis- 
tance should not rotate in said nnison, but 
shall only be connected with the shaft so firmly 
as the particular speed incident to the curva- 
ture it is traveling in will aduiit of, the shaft 
itself rotating faster and the frictioual connec- 
tion between the two allowing of this, and yet 
imparting some of rotating influence to the 
wheel to prevent its being a dead and not a 
driving wheel; second, th^ invention has for 
its object to combine thefrictional mechanism 
above mentioned with the guiding or steering 
mechanism by suitable intermediate appli- 
ances, whereby the degree of the strength of 
tbe connection between the driving-shaft and 
the respective driving-wheels is controlled by 
the guiding mechanism and affected by a 
change in the course of a vehicle from one side 
to the other, the arrangement also being such 
that when the vehicle is turned shortly round 
the connection between the inner wheel and 
the driving-shaft is entirely destroyed. 

1. In a self-propelling road-vebicie, tbecom- 
bination, with the guiding-wheel and its ver- 
tical shaft, pi voted ]evers,and a device mounted 
on said shaft to which said levers are con- 
nected and. by which one is moved and the 
other not moved by turning said shaft, of the 
driving-shaft, driving-wheels loosely raonnted 
thereon, and friction -clutch mechanism con- 
structed .to connect the wheels and shaft and 
actuated by said levers. 

2. In a self-propel ling road-vehicle, the com- 
bination, with tbe guiding-wheel and a cam on 
Its shaft, of the driving-shaft and the driving- 
wheels mounted loosely thereon and carrying 
a friction-flange, friction-clutches which en- 
gage said flange, and levers which actuate said 
clutches at one end and which are coiitroUed 
by said cam at tbe other end,, whereby when 
the gniding-wheel is running directly ahead 
both clutches equally engage the flange, and 
when rnnuing to either side one clutch engages 
while the other does not, or one engages more 
severely than the other. 

3. In aself-propelling road- vehicle, thecom- 
bination, with the steeriug-wheel and its shaft, 
and a slotted cam secured to the shaft, of the 
driving -'shaft, the driving - wheel loosely 
mounted thereon and having friction-flanges, 
clutches mounted on the driving-shaft and 
constructed to frictionally engage said flange, 
eccentric levels which operate the clutches, 
sleeves which actuate the eccentric levers, and 
actuating-levcrsconnected with the sleevesand 
in engagement with the slots in the cam, for the 
purpose set forth. 

4. In a self-propelling vehicle, the combi- 
nation, with the gniding-shaft, of a cam hav- 
ing slots concentric.to the center of that shaft; 
for a portion of their length, which run div<ir- 
gentlytothatcnrveforanotherpoytion of their 
length, and which again become concentric to 
said center for still another portion of their 
length, this latter portion being also of greater 
radius than that of the other portions. 

5. In aself-propelling road-vehicle, the com- 
bination, with the driving-shaft and two driv- 
ing-wheels loosely monnted thereon and hav- 
ing each a flange adapted to be engaged by a 
cintch, of friction-clutches mounted rigidly on 
thatshaft, there being one clutch for each wheel; 
an eccentric lever for each elotch by which it 
is operated, and a sliding sleeve lo which each 
eccentric lever is connected, mounted on said 
shaft. 



G. In aself-propelling road-vehicle, the com- 
biuation, with a-driving-shaft and a driving- 
wheel mounted loosely thereon and having a 
friction-flaogc, of a frictiou-clnti-U mounted 
rigidly on tho shaft and having spring-jaws, 
an eccentric lever pivotally mounted in bear- 
inu^ which draw aeainst one of said jaws and 
arranged to bear against the othier of said jaws, 
whereby when the. lever is actuated it forces 
these jaws against that flange ai\d unites the 
wheel and shaft together more or less posi- 
tively, according to the movement given the 

7. InasclfpropeUingroad-vohicle, the com- 
bination, with a driving-shaft and aslidingly- 
mounted sleeve, of a driving-wheel mounted 
loosely on the shaft, and a drum secured to the 
wheel aiul having an annular flange inside 
thereof, a scginental clutch having spring- 
jaws and mounted rigidly on the shaft, and an 
eccentric lever pivoted in eyebolts extended 
through said jaws, and having nuts to prevent 
drawing out, the said lever being also con- 
nected with the sleeve. 

364,605. T. AVERY LONG, Howard 
Pa. Portable or Traction - Engine. 

Filed June 14, 1886. Patented Dec. Jl, 

1886. Serial No. 205,041. (No model. ) 

My invention relates to improvements in 

devices for adjusting or raising and lowering 

one end of the boilers of traction or portable 

engines. 

The object of my invention is to provide 
means by which one end of the boiler of a 
portable or traction engine can be raised or 
lowered as occasion may require, so as to ad- 
just the same with relation to the plane on 
which the engine is standing or traveling, in 
order to keep the flues of the boiler covered 
with water, and thus prevent them from being 
injured or destroyed by the heat of the fur- 
nace. 

1. In a traction or portable engine, the com- 
bination of the boiler, the stationary screw se- 
cured to the forward end thereof, a nut pro- 
vided with an internal screw thread and ex- 
ternal teeth arranged upon the screw, the axle 
provided with the recess to form a seat for the 
nut, and means, substantially as described, for 
engaging the tv^cth of the nut to revolve the 
same to raise and lower the boiler in relation 
to the axle, as set forth. 

2. In a traction or portable engine, the com- 
bination of the boiler, a stationary screw se- 
cured thereto at its forward end, a nut engag- 
ing the screw provided with an internal screw 
and external teeth, the axle provided with the 
circular recess in which the nut rests and the 
perforation for the passage of the screw, and 
the shaft and worm-wheel thereon to engage 
fbe teeth of the nut, substantially as and for 
the purpose set forth. 

3. The screw-nut H, mounted on friction 
rollers or balls in the front axle of the ma- 
chine, and devices, substantially as described, 
for operating said nut. as set forth. 

355,891. WILLIAM A. SHADD. North 
Buxton, Ontario, Canada. Traction- 
Engine. Filed June 4, 1886 Patented 
Jan. 11, 1887. Serial No. 204,134. (No 
model.) 

My invention relates to traction-engines 
adapted for plowing or thrashing or for haul- 
ing ditching-machines or other loads. 

The invention relates more particularly to 
an apparatus for guiding the engine^, the ob- 
ject being to provide an effective, easily-han- 
dled steering-gear, which, when adjusted by 
hand-levers, will be operated.by the powerof 
the engine itself, and to so censtruct the en- 
gine that it may be turned short around £o 
either side, and within its own length, if nee? 
essary. 

1. In a traction-engine, the combination, 
with the forward axle adapted to swing in 
horizontal plane, and wheels loose on the axle, 
of friction -bands fixed on the wheels, brake 
shoes adapted to clutch said bands, and mech- 
anism for imparting the power of the engine to 
the "applied brake-shoes of either wheel, or 
both .wheels simultaneously, substantially as: 
described, for the purpose set forth 

2. In a traction-engine, the combination, 
with the forward axle adapted to swipg in 
horizontal plane,aiid wheals loose on said axle, 
of friction-bands on the wheels, brake-shoes 
adapted to clutch said bands, mechanism for 
imparting the power of the engine to the ap- 
plied brake-shoes of either wheel, or both 
wheels simultaneously, and connections from 
the bi-ake-shoes to hand-levers for applying 
the shoes to the friction- bands, which connec- 
tions include rods passed through the axis, of 
horizontal rotation of the axle and wheels, 
substantially as described, for the purposesset 
forth. 

3. In a traction-engine, the combination, 
with a steering-wheel, as at A, loose on the 
engine-axle, and a disk S^ fixed to" the axle. 



626 



TRACTION ENGINESj 



or a mccion-Dana. O, liied to the wheel, brake 
shoes P V, loosely encircling the band, rollers 
"E E and links p p', connecting the opposite 
brake-shoes, P P", and levers U U,rigidly con- 
nected to rollers E E, and adapted to turn said 
rollei's to press the shoes to the band O, sub- 
stantially as shown and described. 

4. In a traction-engine, the combination, 
with a steering-wheel, as at A, loose on the 
engine-axle, and a disk, S, Hxed to the axle, of 
a friction -band, O, secured to the wheels, 
brake-shoes P P', loosely encircling the band, 
rollers E E and links pp', conhecting the op- 
posite brake-shoes, levers U U, rigidly con- 
nected toroUereRR, libks^' (', Connected to the 
crossed ends w u of levers TJ XJ, and an elbow- 
lever, T, connected to links t' f andto a slid- 
ing sleeve, 1", placed on the axle-bearing, sub- 
stantially as shown and described, whereby 
as the sleeve is shifted lengthwise of the axle 
the brake-shoes will be applied to the friction- 
band on the wheel, as hereiu set forth. 

5. In a traction-engine, the combination, 
with a steering-wheel, as at A, loose on the 
engiue-axle, a disk, S, fixed to the axle, a fric- 
tion-band, O, fixed to the wheel, -brake-shoes 
PP', loosely encircling the band, rollers E E 
and links j>y, connecting the opposite brake- 
shoes, levers U U, rigidly connected to rollers 
E E, links (' t', connected to the levers tJ U, 
an elbdw-lever, T; connected to links f £*, a 
sliding sleeve, T', placed on the axle-bearing, 
a collar, 'P, loose on sleeve V, an elbow-lever, 
as at V, pivoted to the engine-frame, links f, 
connecting lever Y with the sliding sleeve V, 
a rod, as at V, connected to lever V and 
passed up through the axis of horizontal rota- 
tion of the wheel-support, and^ connections 
from fhe lever V to a hand-lever, by operating 
which the brake-shoes may be applicd-lo and 
released from the band O on the wheel A, sub- 
stantially as described, for the purposes set 
forth. 

6. In a traction - engine, the combination, 
with the forward axle, a, and wheels A A', 
mounted loosely thereon, of disks S S, fixed to 
the axle, friction-bands O O, fixed to wheels 
A A', brake-shoes P P', encircling the bands O 
O of each wheel, rollers EE and links p p', 
connecting the opposite pairs of brake-.shoes 
on c^ch- wheel with the rollers, levers U U, 
rigidly connected to said rollers E B, links *■ f, 
connected to the levers U tT, an elbow-lever, 
T, connected to links i' f , a sliding sleeve, T, 
placed on the axle-bearing nest each wheel, 
elbow-levcis V W, pivoted to the engine-frame 
and connected to links fj leading to the slid- 
ing sleeves, a rod, V, and tube W', connected 
to the levers V W, respectively, and passed 
up through the axis of horizontal rotation of 
the axle and wheels, and connections from the 
parts V W to independent hand-levere, by 
operating which the brake-shoes may be ap- 
plied to and released from the friction-baudf 

O of either or both wheels A A', snbstan- 
tiallyas described, for the porposes set forth. 

7. A traction-engine comprising the follow- 
ing elements: a frame, C, carrying the boiler 
and steam cylinders, a main driving-shaft, C, 
on said frame and rotated by connections from 
the steam-cylinders, rear driving-wheels, B B, 
driven from the shaft C, forward wheels, A A', 
jqoounted on a shaft, a, jonrnaled in a bridge- 
piece, B. a head-piece, F, fixed to the frame 

4. in a traction-engine, fhe combination, 
with a steering-wheel, as at A, loose on the 
engine-axle, and a disk, S, fixed to the axle, ol 
a friction -band, O, secured to the wheels, 
brake-shoes P P, loosely encircling the band, 
rollers E R and links pp', connecting the op- 
posite brake-shoes, levers U U, rigidly con- 
nected toroUersRE, links Ci', connected to the 
crossed ends u u of levers U tj, and an elbovfr- 
lever, T, connected to links tf f and to a slid- 
,ng sleeve, V, placed on the axle-bearing, sub- 
stantially as shown and described, whereby 
IS the sleeve is shifted lengthwise of the axle 
the brake-shoes will be applied to the friction- 
band on the wheel, as hereiu set forth. 

5. la a traction-engine, the combination, 
with a steering-wheel, as at A, loose on the 
engine-axle, a- disk, S, fixed to the axle, a fric- 
tion-band, O, fixed to the wheel, -brake-shoes 
PP*, loosely encircling the band, rollers E R 
and in the engine-frame, a pinion, K, on shaft 
K, meshing with gear-wheel I, driving- pinions 

1 It on shafts C K, friction-bands O O, fixed 
to the wheels A A', disks S S, fixed to the axle 
next .said wheels, brake-shoes. P P*, encircling 
the bands, rollers EE and links pp\ connect- 
ing the brake-shoes of each wheel, levers U U, 
rigidly connected to rollers R E, and adapted 
to turn said rollers to press the brake-shoes to 
the bands O, and connections from the levers 
U U at each wheel A A' to hand-levers for ap- 
plying the brake-shoes to the friction-bands, 
said connections including rods, as at V W, 
passing through the tubular shaft connecting 
the parts E F, substantially as described, for 
the i>urpo.ses set forth. 

356,939. FRANK F. LANDIS 



Waynesborough, Pa. Traction-Engine 
Filed Apr. 27, 1886. Patented Jan. 11, 
1887. Serial No. '200,252. f No model.) 
This invention relates particularly to the 
construction of the master gear-wheel and its 
connections with the frame; and the objects of 
my iuiproveraeiitare to give to the master-gear 
a very large bearing-surface; to have its gear- 
teeth always ^vell oiled, and to have its bear- 
ing-surfaces and gears well protected from 
dust. I accomplish these objects by the. con- 
struction illustrated in the accompanying 
drawings, 

1. in a traction-engine, the combination of 
a traction-wheel, a spokeless master-gear, and 
mechanism to yieldingly connect said trrujtion- 
wheel and gear with the frame or housings of 
said engine, and a flange projecHog from said 
frame or housings and sapporting said master- 
gear, substantially as described. 

2. The combination of a traction-wheel, a 
hubless roaster-gear, and mechanism for con- 
necting said traction-wheel and master-gear 
with the frame or housings of said eogine,and 
a flange projecting from said housings, sub 
stantially as and for the purpose described. 

355,940. WILLIAM L. LELAND, Oro- 
ville, Cal. Traction-Engine. Filed May 
21,1886. Patented Jan. II, 1887. Serial 
No. 202.919. (No model.) 
My invention relates to traction-engines; 
md its principal features of novelty consist in 
diounting separate engines upon. the truck- 
frame for the front and back wheels, which 
engines are only connected to the boiler by 
flexible .pipes, and combining said truck- 
frames with a central steering-gear, whereby 
both truck-fraines are equally and simnltane- 
ously turned. 

1. The combination, in a traction engine, 
of front driving-wheels, rear driving-wheels, 
truck-frames mounted thereon, independent 
engines and cog -gearing mounted ou said 
truck-frames and connecting with-lhe driving- 
wheels, and flexible steam-pipes connecting 
the engine with the boiler, substantially as de- 
scribed. 

2. The combination, in a traction-engine, of 
the boiler, independent front atid rear trucks, 
with separate driving gear, a transverse screw - 
shaft, and a traversing nut or screw-block con- 
nected with the adjacent ends of the truck- 
frames for steering the engine, substantially as 
described. 

3. The combination, with the Boiler, of the 
two steam-domes D D', the steam-pipe C, con- 
necting the two and having valves E K and 
operatiug-rods,the pendent branch pipes C C, 
connecting with pipe C between the throttle- 
valves,''the two independent trucks and their 
respective driving -gears, and engines con- 
nected to the pendent pipes C C by flexible 
pipes o, substantially as described. 

4. The combination, with the rear bolster, 
of the boiler mounted thereon by a vertical 
axis and having extensions a' a', and keepers, 
substantially as described, for holding said ex- 
tensions against excessive motion, as set forth. 

5. The combination of the front- axle, B', 
the bolster V, ci}p b', with pin V, horizontal 
bolt h', sleeve &*, and spring ft", encircling the 
tube and seated ou the cup und bearing at its 
upper end against the boiler, substantially as 
described. 

356,266. JAMES F. SMITH, Andrew 

County, Mo. Steering Apparatus for 

Traction-Engines. Filed Oct. 16, 1886. 

Patented Jan. 18, 1887. Serial No. 

216.422. (No model.) 

The object of my-invention is to provide a 
new and improved steering apparatus for 
traction - engines and other machinery which 
is simple in construction and easily operated 

The invention consists of a toothed arm con 
nected with the front.axle of the traction-en- 
gine, and of a device for imparting a turning 
motion to the said arm in either direction by 
snitablp means operated from an engine at- 
tached to the said traction-engine. 

The invention also consists of various parts 
and details and combinations of the same, as 
will be fully described hereinafter, and then 
pointed out in the claims. 

EcfQi'euce is to bo had to the accompahying 
drawings, forming a part of this specification, 
in which similar letters of reference indicate 
corresponding parts in all the figures. 

1. In a steering apparatus, the combination 
of an arm connected with the axle and having 
two toothed projections, a gear-wheel adapted 
to mesh in either of the toothed projections, 
and means for throwing the said gearwheel 
inorout of contact with the said toothed pro- 
iections, substantially as shown and described. 

2. In a steering ?;^naratus, the combination 
of an arm connected with the axle and turning 
un the king-bolt of the same and provided 
with toothed proiections, a gear-wheel adapted 



to mesh in eithe)F of the toothed projections 
and secured to a shaft receiving a rotary mo- 
tion from an engine connected with the traC: 
tion-cngine, and means for throwing tho said 
gear-wheel in and out of contact with the said 
toothed projections, substantially aa shown 
and described.' 

3. In a steering apparatus, the combination 
of the arm $*, having the toothed projections 
H and H', with the pinion I, adapted to mesh 
into the said toothed projections'H and H', 
the shaft J, carrying the said pinion I, and 
means for rotating the said shaft J, substan- 
tially as.phown and described. 

4. In a steering apparatus, the combination 
of the arm F, having the toothed projections 
H and H', with the pinion I, adapted to mesh 
into the said toothed projections H and- H',, 
the shaft J,- carrying the said pinion I, and re- 
ceiving a rotary motion from an engine se- 
cnred to the said tractiou-engine, and a device 
for raising and lowering the front end of the 
said shaft J, so as to throw the pinion I alter- 
nately in or out of contact with the said toothed 
projections H and H.', substantially as shown 
and described. 

6. In a steering apparatns, the combination, 
with the rotating shaft J, carrying the pinion 
I, operating the arm F, of the crank-arm K, 
siipporting the outer end of the said shaft J, 
ana the lever M, connected with the said crank- 
arm K and operated by the lever O, pivoted 
near the driver's seat, substantially as shown 
and described. 

C. In a steering apparatus, the shaft J, car- 
rying the pinion I, operating the arm F and 
provided with the gear-wheel S, in combina- 
tion with the gear-wheel T, meshing into the 
said gear-wheel 8, the shaft U, carrying the 
said gear-wheel T, the cranli-disk V, secured 
to the said shaft U, and means for rotating the" 
said crank-disk V from the engine W, s^cnred 
to the boiler B, substantially as shown and 
described. 

7. In a steering apparatus, the axle C, hav- 
ing the projection 0', and the king-bolt D, held 
in the casing E, in combination with tho arm' 
F, having the notch F and the downwardly- 
extending lug F"; and the spring G, secured to 
the said lug F', and having its free ends rest- 
ing against the front edge of the said axle 0, 
substantially as shown and dcsinibcd. 

8. In a steering apparatus, the axle C, the 
arm F, having the toothed segmental arms H 
and H', the pinion I, and the shaft J, carrying 
the said pinion I, in combination with the 
crank-arm E, operating on the said shall J, 
the lever M, connected with the crank-arm K, 
and a device operated by tho said lever M for 
locking the arm F in place when the pinion' 
I is out of mesh with the said toothed seg- 
mental arms H and H', substantially as shown 
and described. 

9. In a steering apparatus, the atm F, hav- 
ing the toothed segmental arms H and H', the 
pinion I, mounted on the shaft J, the crank: 
arm K, and the lever M, connected with the 
said crank-arm, in combination with the linlt 
P, the lever Q, connected with the said lint P, 
and provided with a pin, Q", and the lever L', 
having a slot, L', in which operates the pin Q*, 
and the front end of the said lever ehgaging 
the teeth of the segmental arm H whenever 
the pinion I is out of mesh with the .said seg- 
mental arms H and H', substantially as shown 
md described. 

357,036. CHARLES H. ROBERTS, 

Washington, la. Traction-Engine. Filed 

.Oct. 21, 1886. Patented Feb. 1, 1887. 

Serial No. 216,898, (No model.) 

My invention has relation to new anu nse- 

fol improvements in traction-engines, and the 

object is to provide a simple, compact, and 

powerful machine of this class; and to these 

ends the novelty consists in the construction, 

combination, and arrangement of the parts of 

the same, as will be hcreinaller more fully de- 

■icribed, and particularly pointed out in tho 

claims. 

1. 'The combination, with the irame of a 
portable engine, of a boiler mounted thereon 
md provided with a steam-cylinder connecting 

said boiler and frame, whereby the position of 
the boiler with reference to the frame may be 
varied at will, as set forth, 

2. In a traction-engine, the combination, 
with the balance-wheel and frame of the en- 
gine, of the steering-wheel, a sprocket-wheel 
connected to the steering -wheel by chains, 
worm-gearing driving said sprocket-wheel, 
and a lever mounted upon the worm-shalt and 
carrying friction-rollers, which are made to 
engage the balance-wheel of the engine, as and 
for the purposes set forth. 

157,431. FRANCIS M. WALKER, To 
routo, Ontaio, Canada. Traction-Engine 
Driving-Gear. Filed Aug. 21, 1886. Pat- 
ented Feb. 8, 1887. Serial No. 211,484. 
(Nomodel.) 



TRACTION ENGINES 



627 



The oDjecfc of the raventioo is to arrange the 
gearing connecting the engine with the main 
carrying-wheels of the machine, so that when 
in motion the greater portion of the weight ol 
the boiler and parts shall be thrown apoii the 
carrying- wheels of the machine without in any 
way straining the boiler, which may move 
freely on its springs, and shall be distinctly 
independent of the frame carrying the trac- 
tiOD-geariug; and it consists, essentially, in 
snpporting the traction-gear upon an inde- 
pendent frame pivoted or jonrnaled upon the 
axles of the carrj'iug- wheels and suitably con- 
nected to the forward part of the boiler, snb- 
fitantialiy in the manner afid for the purposes 
hereinafter described. 

1. A traction-engine in which the traction- 
gear' is supported on an independent frame 
pivoted at one end upon the axles of the main 
tarrying- wheels and suitably connected at its 
other end to the boiler of the machine. 

2. The frame N. pivoted on the asle C and 
connected at its other end to the forward por- 
tion of -the boiler A, in combination with the 
coanter-sbafts E and H, jonrnaled in bearing- 
boxes M, adjustably connected to the frame !^, 
substantially as and for the purpose specified. 

3. The frame N, pivoted on the axle C, and 
snpporting the counter-shafls E and H, which 
carry the driving gear, as specified, the crank- 
shaft P, journaled in brackets S. attached to 
the boiler A and connected to the frame K by 
the link» Q. in combination with the adjo>t- 
ing spindle S', arranged substantially as and 
for the purpose specified. 

4- A strewed spindle, S', connected trf) arid 
arranged to operate the crank shaft P, infeom- 
binatiOD with the spring 5, arranged substan- 
tially as and for the purpose specified. 

357,978. MANASSEH A. CHAMBER- 
LAIN, Wild Cat, Kans. Traction-Engine. 
Filed Sept. 14, 1886. Patented Feb. 15, 
1887. Serial No. 213.543. fNo model) 
The object of my invention is toso improve 
the traction-engine as that its several parts 
shall be of ready -access, thereby making it 
nnder the more immediate control of the en- 
gineer, and by the addition of water-tanks and 
coal-bins avoiding the necessity of employ- 
ing a team to accompany an engine and sup- 
ply coal and water when on the road. 

1. In 'a traction-engine, the combination, 
with front and rear wheels, of a boiler having 
its fire-box located between said front and 
rear weels, a saddle, E, mounted in the en- 
gine-frame and resting npon the front axle, 
a counter-shaft, M, passing throngh said sad- 
dle, and motive gearing located at the forward 
end of the engine, substantially as and for the 
purpose described. 

2. A traction-engine having a boiler, afire- 
box located between the front and rear wheels, 
a saddle, E, mounted on the engine-frame and 
resting on the &ont axle, a counter-shaft, K, 
passing through said saddle, and gearing A', B, 
C, D, and B^ located at the forward part of the 
^igine, substantially as described. 

3. In a traction-engine having a fire-box lo- 
cated between its front and rear wheels, coal- 
bins G G, arranged upon each side of the fire- 
box, a saddle, E, resting on the front axle and 
supporting the boiler, a counter-shaft, M, pass- 
ing through the saddle, gears B and K. on 
said shaft, and gears A' C D, band-wheel P,and 
fly-wheel F, said gearine and wheels beins 
arranged upon the forward end of the engine, 
substantially as described. 

4. The combination, with the traction-en- 
gine,ofthe8teering-gear consisting of the drum 
c, gear d, chain i t, rod /, having worm-gear 
a and bevel-gear j>, gear r, rod L, bevel-gear 
O, and journal-box v, together with the hand- 
wheels i i, substantially as shown and de- 
scribed. 

6. The combination, with atraction-enginc, 
of the braces g g, one of which is bent to form 
the arpi g', and the ratchets j ;, secured to said 
arm, snl^tantially as shown and described. 

fi. The combination of a traction -eu^ino 
having, tne drive-wheels and motive gearing 
at the forward end thereof, the saddle E, coal- 
bins G G, water-tank I, drum c, gear d, chain 
1 1, rod/, having worm-gear a and bevel-gear 
p, gear r, rod L, bevel-gear O, journal-box v, 
and hand-whe^l i i, substantially as shown and 
described. 

360.875. ABNER L. QlLSTROP, 

Springfield, Mo. Locomotive. Filed 
Sept. 23, 1886. Patented Apr. 12, 1887 
Serial No 214,312. (No model. V 
My invention relates to steam-locomotives, 
the object of which is to provide a cheap, sim- 
ple, safe, -ind easily -managed locomotive for 
the production of traction power, which may 
be used on rail, common, or other roads. 
These objects I attaih by means of the mechan 
ism illustrated in the accompanying drpwings 
forming a part of this soecification. 



1. In a road engine or locomotive, 'he com- 
bination, with the main frame mounted on rear 
transporting- wheels and a front swivel-trnck, 
of the clutch N b, the forked haud-lever M 
thereof, the endless chain connected to the 
front end of the tangent pole T, passed around 
pulleys on the main frame, and connected to.a 
pilot-wheel, Q, the hounds V, bracing said 
tangent pole, and the vertical guide-rod se- 
cured to this pole, all constructed and adapted 
for joint operation, substantially as described. 

2. In a locomotive, tfie combination, with 
the main frame mounted on traction and guid- 
ing wheels^, of the two chain-drums G P, con- 
nected by endless chains and driven by en- 
gines, as described, the chain-drum C on the 
axle A of the main traction-wheels, the end- 
less chain c, transmitting rotation from the 
drum P to said drum C, the clutch N &, fixed 
on said axle A, the sliding clutch N, and the 
forked lever M, all as shown and described. 

363,246. GEORGE A. KLOTZ and 
JOHN E.. KLOTZ, Canton. Ohio. De- 
vice for Gulling Traction - Engines. 

Filed Feb. 11, 1887 Patented May 17, 
1887. Serial No. 227.253. (No model.) 
The present invention has relation to devices 
calculated and designed to guide traction-en- 
ginesj and its nature consists in the different 
partsaud combination of parts, hereinafter de- 
scribed, and particularly pointed out in the 
claim. 

The combinaLion of the roller E, loosely 
mounted on the shaft C, and having attached 
thereto the cables or chains c c, adapted to 
wind in opposite directions, the clutch D, and 
means for operating the same, the screw-wheel 
a, screw L, shaft I, and hand-wheel K, sub 
stantially as and for the purpose specified. 

363,415. MARCUS W. PETERS, La 

Fayette, K. Y. Traction-Engine. Filed 
Sept. 22, 1886. Patented May 24. 1887. 
Serial No. 214.244. (No model.) 
This invention relates to trnction engines in 
which the propelling- power is transmitted 
irom the rear axle to the front one, and I in- 
tend by it to simplify the construction of the 
nower generating and transmitting mechan- 
ism, and also the fifih-wheel construction; and 
iny invention relates more especially to these 
jioints. 

1. In a traction-engine, the driving or pro- 
pelling mechanism, consisting in the combina- 
tion of a drive-shaft, a train of gears and pin- 
ions, a differential gear upon the rear axle, a 
bevel-gear keyed to said rear axle, and atrans- 
mittiug-shaft provided with beveled pinions 
npon it^ opposite ends, one of said pinions 
meshing with said bevel-wheel on the rearaxle 
and the other meshing with two bevel-gears 
operating within a yoke suspended beneath 
Hic boiler, said two bevel-geai-s meshing with 
u bcvcl-wiieel keyed to the front axle, all ar- 
.ranged to operate substaotially as set forth. 

2. In a traction engine, Ihe combination of 
the bevel gears 14, situated a.-; 'lf>scribed, the 
transmiltingshaft, the beveled pinion IS, and 
the bevel-gears 24, incshfng with ahevel- wheel 
keyed to the front axle, all arranged to oper- 
ate for the purposesobstantially asdescribcd. 

3. In atraction-engine.a transmitting shaft 
suspended horizontally beneath the center of 
the boiler and provided with beveled pinions 
upon its opposite ends, one of said pinions 
meshing with a bevel-wheel keyed to the rear 
axle and the other meshing with two bevel- 
gears operating horizontally above and below 
the front axle, substantially asset forth. 

4. A king-bolt mechanism consisting in the 
combination of a rectangular yoke snspended 
beneath the boiler by suitable hangers and 
supporting the front axle, and a sleeve loosely 
mounted upon said axle and provided with 
trunnions which have their bearings in said 
yoke above and below the longitudinal center 
oftheaxle, said trunnions having gears loosely 
mounted upon them, substantially as described. 

5. A fifth-^yhcel mechanism consisting in 
the combination of a stationary rectangular 
Jokesuspendedsoas to encircle the front axle, 
asleeve loosely mounted upon said axle, pro- 
vided with vertical tronnions having their 
bearings in the yoke, gears loosely mounted 
npon said trunnions and operating horizon- 
£ally within the yoke, a pinion npon the end 
ofatransmitting-shaft, and a bevel gear-wheel 
keyed on the front axle, allarranged to oper- 
ate substantially as set forth. 

6. In a traction-engine, the front-axlero- 
tating mechanism, consisting in the combina- 
tion of a rectangular yoke suspended beneath 
Jio longitudinal center of the boiler and en- 
circling the front axle, gears horizontally 
mounted within the yoke aboveand below the 
axle, an upright bevel-wheel keyed upon the 
axle and meshing with said bevel-gears, and a 
beveled pinion monnted upon a transmitting 
shaft, and also meshing with said bevel-gears. 



all arranged to uporaro substantially as de- 
scribed. 

7. In a tmctiou engine, the yoke 15, the 
hangers IG 17, the bevel-wheel 22, the bevel- 
gears 34, and the beveled pinion 18, in combi- 
nation with tlic transinitting-shaft suspended 
horizontally below the boiler, snbstautially as 
described. 

363.966. JACOB PRICE, San Leandro, 
Cal. Traction-Engine. Filed Jan. H, 
1887. Vatented May 31. 1887. 
U consists of an engine and boiler monuted 
upon suitable bearings and traction wheels 
and an iutermittently-oscillating clutch mech- 
anism of peculiar construction, by which Uie 
reciprocating motion of the engine is trans- 
mitted to the driving-wheels, so as to produce 
a continuous rotary motion of the same with- 
out the intervention of gearing; and it also 
consists in a means for adjusting the trans- 
mitted stroke and the consequent xiower which 
is applied to drive the engine. 

1. In a traction-engine, the grooved disk Se- 
cured to the axle of the driving-wheels and 
the band surrounding said disk and fitting the 
grooves and haviug separated ends, as shown, 
ill combination with the lever connected with 
these cuds so as to close them and cause the 
baud to grip the disk when the lever ismoved 
in one direction, and to open thoni, so as to 
loosen the band and allow it to move inde- 
pendent of the disk, when turned in the oppo- 
site direction, substantially ns herein de- 
scribed. 

2. The gropved di.sk fixed to an axle and 
the fiyctioii-band .suironnding said disk, hav- 
ing the projecting separated ends, in combi- 
nation with the power-lever having cue end 
attached to the two projecting ends of Ihe 
friction-band by means of diagonally-placed 
pins, one of whicli passes throngh each of the 
ends, substantially as herein described. 

3. The disk having the grooved periphery-, 
the band having the projecting separated ends, 
and tlie forked actuutiug-lever having holes 
mad6 throngh it to correspond with smaller 
holes in the ends of the friction-baiid, said 
holes standing dt;igonally,so that one is nearer 
to the center than the other, and pins passing 
through the holcs.so as to be operated by the 
movement of the lever, substantially ashereiu 
described. 

4. The disk secured to the axle of the 
bearing-wheels, and the ringorllangcQi bolted 
upon the side of it. so as to be adjustable to or 
from the disk, and having the groove formed 
between the two for the reception of the fric- 
tional band, substantially as herein described. 

5. The frictional band surrounding the 
grooved disk, which is secured to the beariug- 
wheel axle, and having its projecting ends 
separated, as shown, in combination with a 
lever having dijigonally-placed pins, so that 
one of said pins entei"S each arm of the band, 
a slide or clasp fitted upon the lever, and a 
connecting-rod extending from said slide to a 
crank or cranks upon the engine shaft,where- 
by power is transmitted to thelcver, substan- 
tially as herein described. 

6. The friction-clutch mechanism having 
the operating-lever and connecting-pins and a 
slide fitted to said lever through which n otion 
is communicated to it from a crank npon the 
engine-shaft, in combination with a nut se- 
cured to the slide, a screw passing throngh said 
nnt and having its ends journaled upon the 
lever, and thebeveled gearandpinion through 
which the screw may be turned, so as to move 
the slide outward or inward upon the lever- 
arm, substantially as herein described. 

7. The adjustable slide mounted upon the 
lever-arm, the clutch mechanism by which 
power is transmitted (mni the engiuc-shaffc to 
thedri ve-wheel axle, and the screw and nut by 
which the slide maybe moved outward oria- 
ward upon the lever, so as to increase or de- 
crease its power, in combination with the 
beveled gear wheel and pinion, the chain- 
wheelSj and intermediate chain-belt by which 
the adjustment is made, substantially as herein 
dPBcribed. 

364,411. LON P. HELPENSTINE and 
WILLIAM A, HELPHINSTINE, Wash- 
ington. Ind. Steering Device for Trfec- 
tion-Engines. Filed Apr. 5. 1887, Pat- 
ented June 7. 1887. Serial No. 233,77S. 
(No model. ) 

The invention relay's to improvements in 
automatic .steering devices, and is mainly ap- 
plicable to road or traction engines, the ob- 
ject being to cause the engine to furnisli the 
power to steer itself; and it consists in the con- 
struction and arrangement of two fixed fric- 
tion-disks and one sliding friction-wheel, and 
the combination of the same with ceruin other 
rirts, as hereinafter described, illnstrated in 
ihe drawings, and pointed ont i.i th^ appended 
clai m.s. 

1. The combination, with the front asiC) the 
. shaft; 'Drovided with a worni-v'iippi on oneenAt. 



628 



TRACTION ENGINES. 



and ibc corus or chains connecting tbc said 
shaft and axle and winding in opposite direc- 
tions on the shalT, of two friction-disks secured 
on a sliaft rotated by the engine, a shaft hav- 
ing a worm on its lower end to engage said 
worm-wheel, and a universal jointata proper 
point, the friction-wheel on the upper end of 
said shaft between the t.vo friction-disks, and 
the lever I, to move the said friction-wheel lat- 
erally, substantially as specified. 

2. In a traction-engine,the combination, with 
the shaft B, rotated by the cugine, the friction- 
disks C ou the said shall, the front axle, 
drum in rear of the said axle, worm-wheel or 
the end of the drum, springs connected to the 
axle, and chains attached to the springs and 
adapted to bewound on the drum,of the shaft 
O, having the unii'^ersal joint, worm on the 
lower end of Ihesaid shaft, friction wheel on the 
upperendof theshaftG,andthclevei'I,loosely 
journaled at one end on the shaft B, between 
the disks C C, and connected to the friction- 
wheel, substantially as and for the purpose set 
forth. 

3. The combination, with the front axle, of 
(he springs connected thereto, chains or cords 
secured tothe ends of the said springs, rotating 
drum to wind the said chains thereon in oppo- 
site' directions, and means whereby tlio said 
drum maybe rotated in opposite directions at 
will, substantially as and for the purpose set 
forth. 

4. In a traction-engine, the combination, with 
the front axle, cords attached thereto, drum to 
oppositely wind the said cords, and the worm- 
wheel on the said drum, of the shaft or rod ro- 
tated by the engine, friction-disks thereon, the 
shaft having the worm to engage with the wheel 
on the drum, and friction-roller on the end of 
said sliaft to be rotated by either disk at the 
will of the operator, the said friction roller lic- 
ingadaptea to belongitudinally adjusted on the 
said shaft to alter the speed of the rotation 
thereof, as desired, snbstantially as andfortho 
purpose set forth. 

5. In a traction-engine, the front axle, the 
cords attached thereto, the drnm to oppositely 
wind the said cords, and the worm-wheel on 
the said drnin, combined with the shaft rotated 
by the engine, the friction-disks thereon, the 
lever pivoted a short distance from the said 
sliaft and having a bifurcated end, the arms of 
■which pass on opposite sides of the said shaft 
and forming a bearing to operate on the said 
shaft between the disks, a jointed rod or shaft 
having a worm to cngjigo with tho said worm- 
wheel on the dm ni and the threaded upper end, 
the trunnion on the upper end of the said rod, 
thebar K, journaled at the centr.il poi nt on the 
said trunnion, the opposite ends of tho said 

.bar bearing in journals in the arms of the said 
bifnrealJed end of the lever, the friction-roller 
on thesaid threaded endot therod and adapted 
to be caused to impinge against either disk liy 
operating the said lever, and the nuts on op- 
posite sides of the said roller on the shaft or 
rod to adjust the same near the couter or near 
the periphery of the said, disks to alter the 
speed of rotation of the said rod, and conse- 
quently of the dram, all of said parts being 
constructed and arrangefl substantially as and 
for the purpose set foclh. 

366,226. FRANK F. LANDIS, 

Waynesborough, Pa. Traction-Engine. 
Filed Mar. 2\, 1883. Patentea July 12, 
1887. Serial No. 88,<)70. (No model.) 
My inveution relates to the connecting 
mechanism between tho ground- wheel and 
counter-shaft of a traction-engine; and it has 
for its objects the new arrangement therewith 
of compensating gear and means whereby a 
constant operative contact is maintained of 
each of the elements of the train of gearing 
employed, and a simnltaneous freedom of os- 
cillation in all directions of the boiler-snp- 
porting fiame-work and of the main or trac- 
tion axle. 

Other important objects will appear in the 
following description, and the novel features 
of construction will be specifically set forth in 
the claims. 

This invention is related to the machines 
shown and described in the patents granted 
to me August 23, 1881, No. 246,019, January 
10, 1882, No. 252,044, and October 31, 1882, 
No. 266,698, and is an improvement thereon. 

1. In a traction-engine, the combination of 
a master-gear journaled' upon a fixed portion 
of the frame-work of said engine, an axle hav- 
ing th ree sh onldered beari ngs. A! A' A', a spn r- 
gear, II, secured upon the bearing A' and pro- 
.vided internally with cogs having their faces 
parallel with the axis of said gear, and a hub 
forming a journal for the compensating gear 
case, with the compensating gear case having 
three pairs of spur-pinions between the gear 
H and the traction-wheel, sabstantially asand 
for the purpose described. 

2. In a ti^action-eogine, the combination of 
a mas^r-gear, a girabal-ring, and compensat-- 



T" 



ing-gear case connected by links with an axle 
provided with a fixed gear having chambers 
7i, a loosely -journaled traction-wheel, interme- 
diate compensating gears, and a locking-pin, 
substantially as and forthepnrposedscribed, 

3. In a traction-engine, a master-gear pro- 
vided with pockets F', adapted to receive the 
ends of gimbal-ring connecting-Iiuks, in com- 
bination with a gimbal-ring, substantially as 
described. 

4. In a traction-engine the coi^bination of 
a master-gear provided with pocKcta, slotted 
links .secured loosely in the pockets, and a 
gimbal-ring provided with cushioning devices 
against tho ends. of the links secured thereto, 
substantially as and for tho purpose described. 

6. In a traction-engine, the combination of 
a master-gear provided with pockets, links 
secured loosely in said pockets and to a gim- 
b<i,i-ring, and links secured to said gimbal-ring 
and toacompensating-gear case, substantially 
as described. 

6. In a traction engine, a compensatiug-gear 
case provided with inwardly and outwardly 
projecting pinion-pocketsand peripheral lugs, 
a central bearing, and an oil-pipe extending 
from the periphe-y to the bearing, snbstan- 
tially as shown and described. 

367,912. MARTIN E. HERSHEY, Har- 
risburg, Pa. Traction-Engine. Filed 
July 21, 1884. Patented Aug. 9, 1887. 
Serial No. 138.358. (No model.) 
My improvements relate, fij-st, to aii im- 
proved frame and housing for the main axle 
and gear-shaft; secondly, to an improved con- 
struction of the front carriage; thirdly, to im- 
proved means for connecting and disconnect- 
ing the propelling-gear; fourthly, tQiraproved 
means for locking the loose driving or ground 
wheel to the axle; and, lastly, to certain de- 
tails of constrnctioi;, to be hereinafter de- 
scribed and claimed. 

1. The combination, with the extension ol 
the fire-box shell, of the two axle-housings 
bolted thereto, aiida rigid brace, substantially 
such as described, ex)nnectiug .said housings, for 
the purpose specified. 

2. The combination, with the extension of 
the fire-box shell, provided with the openings, 
of the housings for the mainaxle,boltedtotho 
extension of tho fire-box shell, and provided 
with projecting bosses which fit into the open- 
ings of said shell-extension, and a rigid con- 
nection or br.ace connecting the housings, sub 
stantially as described, and for the purposi 
.specified. 

3. The combination, with the extension of 
the fire-bo.'c shell and the housings for the main 
axle, bolted to said shell-cxtensiou,aud having 
projecting bosso-s fitting openings therein, of 
the brace or rigid connection between thesaid 
honsings, and tho hollow tliiinbleor sleeve for 
the main axle, also rigidly conncctingsaidlions- 
ings, substantially as described. 

4. The combination, with the two axle-hous- 
ings constructed sabstantially as described, 
and tho shell-extension to which said housings 
are bolted, of the brace or bracket for connect- 
ing said honsings, and the gear-shaft having 
its bearings Ta said brace or bracket, substan- 
tially as described, and for the purpose speci 
fied. 

5. The combination, with the fire-box exteu 
siou, of the two axle housings secured to thi 
same, the connecting brace or bracket above, 
and the connecting-thimble or rigid connec- 
tion below, the said housings, bracket, and 
thimble, constituting a strong, compact, and 
well-braced frame, substantially as described. 

6. The combination, with the ground-wheel 
of a traction-engine orroad-roller, ofascraper 
mounted upon a projciting shal^t or stem and 
held to its work bya fixed or adjustable coun- 
ter-weight, substantially as described, and for 
the purpose specified. 

7. The combination, with the boiler, of the 
housing entirely inclosing the front end of the 
same, and having the upper anil lower arms 
constituting the fi.xed bearings of the vertical 
fiout shaft, the said vertical shaftand the yoke 
hinged to it and carrying the front whecls,sab- 
stantially as described. 

8. The combination, with (he crank-shaft 
and the sliding pin'on, of the hand-wheel and 
its screw-threaded hub mounted on thcreduced 
shaft - extension, the screw - threaded yoke, 
and the rods connecting the yoke to the pinion, 
the whole arranged substantially as described. 

9. The combinacion, with the crank-shaft, 
the sleeve fixed thereto, the fly-wheel, the 
hand wheel, and its screw - threaded hub 
mounted on tho shaft extension, the yoke and 
the rods passing through the hub of the fly- 
wheel and connecting tlie yoke with tho shift- 
ing-pinion, subsstantially as described. 

10. The combination, with the driving or 
ground wheel having the lug or lugs on its 
hub, of tho collar secured to the driving-axle, 
the pawl or stop hinged to said cojlar.and the 



spring pressed stem located m the collar and 
adapted to hold the pawl or stop citherintoor 
ont of engagement with the wheel-bob, .snli- 
stantiafly as described. 

368,772. FRANK F. LANDIS, 
Waynesborough, Pa. Traction-Engine. 
Filed Apr. 24. 1884. Patented Aug. 23, 
1887. Serial No. 129.125. , (No model.) 
My invention relates to apparatus for steer- 
ing long vehicles around comparatively short 
corners orcurves, and is particularly designed 
to facilitate the guiding of steam-plows and 
traction-engines, although applicable to other 
vehicles; and the object of my improvement 
is to provide simple means for connecting the 
steering mechanism of the front truck of the 
vehicle with steering-wheels located at the 
rear end or rear portion of said vehicle,where- 
by the turning of tho front truck toward one 
side will cause the rear or steering wheels to 
be pointing toward the opposite side, and 
thus facilitate the turning of the vehicle 
around a short cttrve or circle, or even within 
its own length. I attain these objects by the 
mechanism illustrated in the accompanying 
drawings, in which similar letters refer to simi- 
lar parts throughout the several views. 

1. A traction-engine having its weight 
mainly upon substantially centrally-arranged 
driving-wheels and provided withleading and 
steering wheels connected together and hav- 
ing their plane of rotation in a circle having 
a common center, the radii of which are pass- 
ing apprpxituately through the axles of all 
the wheels, substantially as and for the pur- 
pose described. 

2. The combiuation of a traction • engine 
frame, its forward leading-wheels, the control- 
ling-shaft E, having a pinion thereon, and a 
rack connected with said pinion, with the rear 
steering - wheels, F, the controlling - lever /^ 
thereof, and means for connecting said lever 
with the shaft E, substantially as described. 

3. The combination of a traction - engine 
frame, a detachable frame or tender, G, securei • 
thereto, a pair of leading-wheels, D', and th' 
controlling-shaft thereof, with rear steering 
wheels, F, the. controlling-lever thereof pro 
videdwith a longitudinal slot, theslotted plate 
I, and a pin passing through the slots made 
in the controlliug-leverand said slotted plate, 
substantially as and for thepnrposedescribed. 

372,022. SAMUEL E. JARVIS, Lans 
ing, Mich. Traction-Engine. Filed Mar 
10, 1887. Patented Oct. 25, 1887. Seria 
No. 230,338. (No model. 1 
This invention relates to new and useful im- 
provements in traction-engines; and it con- 
sists in the novel construction and arrange- 
ment of the traction and steering gear, by 
nieans of which I have succeeded in construct 
ing a traction - engine "supported on three 
wheels— one front and two hind wheels— all 
three of which are traction-wheels, the front 
wheel being at the same time the steering- 
wheel, all as hereinafter. described- 

1. lo a traction-engine, the combiuation of 
a stationarily-journaled di-ive-axle, a ball- 
and-socket gear on said axle, a traetion-whccl 
the hub of which forms the socket part of said 
gear, and a steering-stirrup loosely engaging 
the liab of the traction .wheel and having a 
stationary pivot pendent from the under side 
of the boiler, all substaotially as described. 

2. In a traction-engine, the combination of a 
stationarily-journaled front drive-axle, a ball- 
and-sooket gear on said axle, a traction-wheel 
the hub of which -forms the socket part of said 
gear, a steeriug-stirrnp loosely engaging the 
hub of the traction-wheel, and a pivotal king- 
bolt connection between said steering-stirrup 
and the forward lower end <$f the boiler, all 
substantially as described. 

3. In a tractionengine, the combination of 
a stationarily-journaled front drive -axle, a 
central ball and-socket gear on said axle, a 
traction - wheel the hub of which forms .tho 
socket part of said gear, a steering stirrup 
loosely engaging the hub of the traction- wheel, 
a pivot between the top of said stirrup and 
the under side of the boiler, a spirally-toothed 
sector carried by said stirrup, a worm-screw 
engaging with said sector, andsnitable actuat- 
ing connection for turning said worm-screw, 
all arranged to operate snbstantially as de- 
scribed. 

4. In a traction-engine, the combination of 
.1 stationarily-journaled front axle, a centra! 
ball-and socket gear'on said axle, a traction- 
wheel the hub of which forms thesocket part of 
said gear, a stirrup loosely engaging the hqb of 
the traction-wheel and having a stationary piv- 
ot-connection with the lower side of the boiler, 
drive connection between the crank shaft and 
the frontaxle, said drive-connection including 
a gear-wheel carried by a swinging arm sup- 
ported by saia crank-shaft, and steering-gear 
for the stirrup of the traction-wheel on its 
pivot, substantially as described. 



TRACTION ENGINES. 



629 



5. In a traction-engine, the combination of 
the front axle, E, journaledin stationary bear- 
ings secured to the nnder side of the boiler, 
the ball-and-socket gear F on the front axle, 
the front drive-wheel, D, the hnb of which 
forms the socket of the ball-and-socket gear, 
thestirrapG, embracing the hub of the drive- 
wheel D, the pivot-connection H between the 
top of the stirrup and the under side of the 
boiler, tie spirally-toothed sector I, the worm- 
screw J and its actuating -connection, and 
drive-connection between the front axle and 
the crank-shaft, all substantially as described. 

6. In a traction-engine having front and 
rear traction, the combination of the gear- 
wheel M on the crank-shaft, theswingingarm 
O, carrying the connected gearwheels P N, 
the gear-wheels B TT, secured on the front and 
rear axles, respectively, and the intermediate 
gear-wheel, T, all substantiiUly as described. 

7. In a traction-engine, the combination of 
the gear-wheel M on tbecrank-shaft.theswing- 
ing arm O, pivoted on the crank -shaft and car- 
rying a stub-axle, the connected ge.ir-wheels 
P N, journaled on said stub axle, the gear- 
wheelsHU, secured on thefront and rearaxles, 
respectively, the intermediate gear-wheel, T, 
and the reversing-lever V, and connecting rod 
W, all substantially as described. 

374,016. RALPH P. THOMPSON, 

Springfield, Ohio. Steering-Gear for 

Traction-Engines. Filed June 15, 1887. 

Patented Nov. 29. 1887. Serial No. 

241.332. (No model.) 

The object of my invention is to provide a 
novel arrangement of the steering-wheels in 
connection with the axle in a tractiou-engiue 
or other vehicle, so that the power required to 
turn the said wheels in changing direction is 
reduced to the niinimnm, the arrangement at 
the same time' being simple,. strong, and not 
liable to become disarranged or get out of re- 
pair. I accomplish this object by providing 
the steermg-wheels each with a short axle or 
spindle, which is secured in or connected with 
the said wheel so as substantially to form a 
part thereof, the said axle or spindle being 
jonrnaled iu(a pivoted orawiveled bearing at- 
tached to the main axle and adapted to pro- 
ject into the hub of the wheel, which is re- 
cessed for this purpose, so (hat the center of 
the ijivot or journal on which the said bearing 
is adapted to turn is located within the space 
inclosed by the periphery of the wheel, pref- 
erably in the center thereof. 

1. The combination, with the main axle, of 
the pivoted bearings attached thereto and pro- 
vided with projecting arms, the wheels having 
projecting spindles, forming substantially a 
part thereof, adapted to turn in said bearings, 
and means, substantially as set forth, for con- 
necting said projecting arms to the steering 
mechanism, substantially as specified. 

2. The combination, with the main axle and 
the steering-wheels, of the short axle or spin- 
dle secured to said wheels, a sleeve or bear- 
ing adapted to receive said spindle and sup- 
port the same so that it may revolve therein, 
said sleeve or bearing being provided with 
trunnions adapted to tnrn in suitable bearing 
on the main axle, and means, substantially 3A 
described, for connecting the said bearings or 
sleeves to the steering mechanism, substan- 
tially as speci^ed. . 

3. The combination, with the main axle and 
the wheels attached thereto, the said wheels 
being provided with spindles adapted to re- 
volve -in pivoted bearings on said main axle, 
of projecting arms on said pivoted bearings, 
a connecting-bar pivoted at either end to the 
respective projecting arm and jonrnaled at 
the center on a projecting stud in a worm- 
wheel, the said eind and the respective points 
of coanection>with the said arms l>eing adapted 
to describe arcs of circles of equal radii, a 

. worm engaging said worm-wheel, 'and means 
for revolving said worm, substantially as set 
forth. 

4. The combination, with the main axleand 
the steering-wheels, of the pivoted sleeves or 
bearings on said axle, spiudles secured to said 
wheels adapted to revolve in said bearings, 
recessed aubs for said wheels adapted to pro- 
ject over and cover said bearings, the project- 
ing arms, connecting-bar, worm-gear, shaft- 
connection^', and baud-wheel D, substantially 
ps and for the purpose set forth. 

374,663. JOHN G. DOWNIE, Phila- 
delphia, Pa. Compensation-Gear for 
Road-Engines. Filed Oct. 7, 1887. Pat- 
ented Dec. 13, 1887. Serial No. 251,7.57. 
(No model. ■» 

My invention relates to an improvement in 
compensating gears for road-engines; and it 
consists in the peculiar construction and com- 
bination of devices, that will be more fuUy set 
forth hereinafter, ard particularly pointed out 
in the claims. 
This inventiou is an improvement on the 



compensating gear described and claimed by 
my brother, Robert M. Downie, in his appli. 
cation for LettersPat^ntof the United States, 
executed June 23, 1887; and the object of my 
invention is to provide a compensating gear 
in which a continuous shaft is employed, and 
thereby reduce the number of bearings neces- 
sary therefor. 

1. The combination of the shall E, having 
the rigid pinion A, the gear-wheel T, keyed to 
said shaft, the loosely-mounted gear-wheel A' 
on the shaft, having the integral sleeve B',and 
the integral rigid pinion B on the said sleeve, 
for the purpose set forth, the power-wheel V, 
loosely mounted on shaft E between the wheels 
T and A', the pinions C and D', having their 
axes secured to wheel V, the said pinions en- 
gaging each other, and each of the said pinions 
engaging one of the wheels T and A', substan- 
tially as described. 

2. In combination with the shaft E, having 
the wheel T keyed thereon and provided with 
external gear-teeth/.he loosely-mounted exter- 
nally-toothed gear-wheel A' on the shaft E, the 
power-wbeel V, loosely mounted on the shaft 
between the wheels T A', and pinions C D', 
engaging each other and also engaging the 
wheels T A', respectively, the plates Y, the 
shafts E' F* for the pinions, journaled in the 
plates T, and the bolts Z, connecting the plates 
,T to the spokes of the wheel V, as set forth. 

374,684. ROBERT M. DOWNIE, New 

Brighton, Pa. Road-Engine. Filed July 

lo, 1887. Patented Dec. 13, 1887. Serial 

No. 241, .533. (No model.) 

The object of my invention is to provide the 
driving-shaft or counter-shaft of the road-en- 
gine with a differential gearing, whereby the 
driving-wheels are enabled to rotate at differ- 
ent-rites of speed when the engine is going 
around a- curve; and a further object of my 
invention is to provide the vims of the driv- 
ing-wheels with pivoted bars or cleats which 
are adapted to oscillate on the periphery of 
the driving-wheels while the latter are in ro- 
tation, and thereby prevent clay or soil from 
becoming packed between the bars and cans- 
ins the wheels to slip. 

Heretofore, so far as I am aware, the treads 
of the driving-wheels of traction or road en-' 
gines have been provided with solid cleats or 
bars adapted to engnge the earth over which 
they pass to prevent the wheels from slipping. 
An objection to this construction of the driv- 
ing-wheels is, that the clay or soil, if slightly 
moist, will adhere to the periphtries of the 
driving-wheels and pack solidly in the spaces 
between the bars or cleate, thereby neutraliz- 
ing the effect of the said bare or cleats and 
causing the wheels to slip or to rotate without 
taking proper hold on the ground. By pro- 
viding the driving-wheels with the pivoted 
peripheral cleats or bars, as hereinbefore de- 
scribed- 1 obviate this defect. 

1. A traction-wheel having the movable pe- 
ripheral cleats or bars, which are arranged 
across the periphery of the wheel and move 
for a limited distance longitudinally over the 
outer face of the wheel, as set forth. 

2: A traction-wheel having the bars K, pro- 
vided with an outwardly-turned end, L, which 
is pivoted to the outer face of the wheel, 
whereby said .bars are caused to move over the 
said outer face of the wheel, and stops P, to 
limit the movement of naid bars, as set forth. 

3. A traction-wheel having the bare or cleats 
K, pivoted at one end to the outer face of th^' 
wheel and extending across the same, so as to 
move by gravity over the face of the wheel, 
for the purpose set forth. 

4. A traction-wheel having the transverse 
peripheral cleats or bar^ adapted to oscillate 
over the outer face of the wheel as the wheel 
rotates, for the purpose set forth, substantially 
as described. 

5. A traction-wheel having the peripheral 
pivoted cleats or bars adapted to oscillate over 
the outer face of the wheel as the wheel ro- 
tates, and the studs or stops arranged between 
the free ends of the cleats and adapted to limit 
the movement thereof, substantially as de- 
scribed. 

6. In compensating gears for road-engines, 
the combination of the shaft-sections E' and E', 
arranged in line with each other end to end, 
the gear-wheels T and A', keyed eJich to one 
of the shaft - sections, the loosely - mounted 
power-wheel V, arranged between the said 
spur-wheels, and the pinions O'and D', having 
their axes secured to the wheel V, the said 
pinions engaging each other, and each of the 
said pinions engaging one of the wheels Taod 
A', substantially as described. 

7. In a compensating gear for road-engiqes, 
the combination of the shaft sectiocnE' and E', 
arranged end to end, the gear-wheels T and A', 
one of which is keyed to each of the said shiat- 
sections, one of the said wheels being further 

. provided with the sleeve U, extending toward 



the opposite wheel, the power-wheel "V", loosely" 
mounted on the said sleeve, and the pinions 
C and D', having their axes secured to and 
carried by the wheel "V, the said pinions en- 
gaging each other, and each one of the said 
pinions engaging one of the wheels T and A', 
substantially as described. 

8. The combination, in a compensating gear 
for road-engines, of the shaft-sections E' and 
E', arranged end to end, tho spur-wheel T, 
keyed to the section E' and havi ng the project- 
ing sleeve or spindle U, receiving the opposing 
ends of section E', and thereby loosely coup- 
ling the said sectious together, tbespur-wheel 
A', keyed to the section K', the power- wheel "V, 
journaled loosely on the sleeve and arranged 
between the wheels T and A', the plates T, 
bolted to opposite sides of the said power- 
wheel, the pinions C and D', jonrnaled between 
the said plates and engaging each other at their 
overlapping ends, said pinion C engaging the 
wheel T and the pinions D' engaging the 
wheel A', for tho purpose set forth, substan- 
tially as described. 

9. In a traction-engine, the frame having 
the longitudinal sills B, the transverse sills C 
D E, the engine supported by thcsills DE, the 
axle journaled in the sills B in rear of the en- 
gine, the boiler fitted between the sills B in 
rear of tho axle, and the power-shaft E, jour- 
naled in tho sills B between the sills D E, the 
sills B, with the cross sine, being extended be- 
yond the engine, as set forth. 

10. In a road -engine, the power-shaft E, 
made in sections E' and E', the d riving-wheels 
F, geared to the respective sections E' E-, tho 
coupling to loosely couple the'sections of the 
power shaft together, and the differential or 
conipensatinggearing on the coupling between 
the sections of the power-shaft, whereby the 
driving-wheels are enabled to rotate at differ- 
ent rates of speed, as set forth. 

' 11. In a road-engine, the power shaft E, the 
axle, the driving-wheels, the said power-shaft 
being geared to the driving wheels, and com- 
pensating gearing on the power-shaft to cause 
the driving-wheels to rotate at dilTercnt rates 
of speed, as set forth. 

12. In a road-engine, the sills B, the power- 
shaft E, made in sections E' E", journaled in 
the sills, the axle also journaled in the sills, 
the driving-wheels on the axle, the gearing 
betwe9n the sectious of the power-shaft and 
the driving-wheels, and the compensating 
gearing between thetwosections of the power- 
shaft, to cause either section to actuate its re- 
spective wheel at a greater rate of speed, as 
set forth. 

13. In a road-engine, the driving-wheels, 
combined with the power-shaft E, made in two 
sections, E' E', each geared to one of the wheels, 
and the compensating gearing coupling the 
sections of the power-shaft together and caus- 
ing either one of the wheels to revolve at a 
greater rate of speed than the other, as set 
forth. 

376,307. WILLIAM S. WOOTTON, 

Scottsburg, assignor to J. M. Carrington," 
South Boston, Va. Road-Engine. Filed 
Apr. 15, 1887. Patented Dec. 20, 1887. 
Serial No. 234.970. (No model. 
Heretolbre all road-engines made may bedi- 
vided into two classes— first, those with sup- 
porting-wheels having hubs and axles running 
on the ground, and, second, those which lay a 
temporary track whereon the bearfng-wheels 
may run. To this second division I assign 
.those road-engines which employ centerless 
wheels or rims next the ground and bearing- 
wheels which rim on the inner peripheries of 
said wheels. My invention relates to this lat- 
ter subdivision. 

. Tho advantage gained by the use of center- 
less track-wheels is in the large diameter with 
absence of hob and spokes, so that the large 
diameter of the wheel is not, as with other 
wheels, an element of weakness; bat hereto- 
fore, I believe, all road-engines, whether with 
centerless wheels or not, have been built with 
all the rigidity attainable; but I have built my 
engine with all the flexibility attainable, so 
.^hat tho passage of the machine over the un- 
dulations of surface on ordinary roads shall 
have the smallest possible effect to strain the. 
parts of the machine. Everything can Ihea 
be reduced in weight without diminishing 
strength. 

1. In a road-engine, the centerless track- 
wheel D, provided with an internal cog-rim, 
h, and a track-fiange on each side thereof, 
combined with the bearing-wheel E, attached 
to the engine - frame and traveling on said 
track-flanges, and the box-plate M, attached 

.also +o said frame and provided with the arms 
TS, and steady-rollers K at the extremities 
thereof, and the pinion e, with its shaft d 
mounted in boxes on said box-plate, as set 
forth. 

2. In a road-engine, the truss-rod^ b b', and 
the box-plate M, mounted thereon and prot 



630 



TRACTION ENGINES. 



vided Willi bparing^boxtsfor the pinioushafls 
d, and 'sockets for I6c steady-arms N, com- 
bined with the pinion e, tiaving its shatt' in 
said hoxe.s, !be eentcrless wheel or rim D, pro- 
vided wilU a co^-rim, A, in engagement witli 
said pinion and its bearing-wbeel B, snbstao- 
tially as set forth, whereby the centerless rim 
is firmly yet elastically supported, 

3. In a road-engine, the centerless rim D, 
provided with the lat-eral flanges j, eombineci 
with the box-plate M, attached to the frame, 
the two-arms N, each attached at one end to 
said' box-plate and having at. tlie other end 
sockets m m, and the stcady-rollei-s K, in en- 
gagement with said flanges, snlMtantially as 
set forth. 

4. In a road-engiue, a maiii frame, a steam- 
motor and Ir-.msverse crank -shaft moanted 
thereon, combined with a centerless track- 
wheel having an internal cog-rim, a pinion in 
engagement therewith, and a flexible connec- 
tion between the shaft of said pinion and said 
driving-shaft to avoid cramping in passing 
nndiilations of the road- 

5. In a road-engine, a steam • motor and 
crankshaft moanted on the main frame and 
Having at its end a wheel provided with a 
flange, 2, combined with a pinion-shafl, d, hav- 
ing a droni or hnb, k', and a flat spiral spring, 
T, one end fastened to said flange ( and the 
other end fastened to said dnim k, to consti- 
tute a flexible connection between said crank- 
shaft and pinion-shaft. 

6. In a road- engine, the centerless track- 
wheel D. having the internal cpgrim, It, and 
flanges^', anil the bearing-wheel B, combined 
with the mud-shields W W, having the onter 
edges flanged to enter nnder the lateral track- 
flanges J, to excldde mad. as set forth. 

376,528. EDWARD KITE, Pittsburg, 
Ind. Differential Gear for Traction- 
Engines. Filed Oct. 11, 1887. Patented 
Jan. 17. 188». Serial No. 252,028. (No 
model.) 

RIy invention relates to an improvement in 
differential safety-gears for traction-engines; 
and it consists in the combination of a solid 
shaft to which a pinion is secured, a suitable 
nnmber of pinions which gear with the cen- 
tral pinion upon thesolidshaft.and two internal 
gears of the same diameter, bnt having a dif- 
ferent number of teeth, and which mesh with 
the circumfcrentiul pinions, each of the inter- 
nal gears being provided with a hollow shaft, 
which incloses the solid one, and from which 
power may be applied, as will be more fully 
described liereinalter. 

Thecombinalion of the solid shaft provided 
with a pinion, B, the circoniferential pinions 
D, and the internal gears C I, which mesh 
with the pinions D, and which have the hol- 
low shafts G O extending from them, substan- 
ti.illy as shown and described. 

377,274. DE LAFAYETTE REMING- 
TON, Woodburn. Ore. Tractlon-Engine. 
Filed Aug. 3, 1887. Patented Jan. 31. 
1888. Serial No. 246.056. CNo model. 

■ My invention relates to that class of loco 
motive-eugines which are designed to travel 
upon roadways and other surfaces without 
tracks, and which are also adapted to haul 
loads and to operate as stationary engines for 
running agricultural and other machine-s. 

The objects of my invention are, fii-st, to in 
create the power and speed of the engine with- 
out increasing its weight or cost, and to ren- 
der the machine capable of traveling easily 
over hilly or uneven surfaces, and also over 
soft ground; second, to render the steering ac- 
tion simple and prompt in operation; third, to 
perfectly balance the boiler upon the support- 
ing-frame, so as to avoid all strain npoi; the 
frame and engine while the machine is travel- 
ing over uneven surfaces; fourth, to so mount 
the engine upon the frame-work that it may 
be readily connected tonnd removed from said 
frame; fifth, to apply the motive power di- 
rectly to the traction wheels, and to allow for 
variations in speed of the wheels while the 
machine is turning around; &i.<cth, to permit 
of ready variations in the speed of the ma- 
chine, and to entirely disconnect the propel- 
ling-gear, 50 tbaftbe engine may operate as a 
stationary engine, and, last, to simplify and 
strengthen the machine as a whole. 

The .ibovc objects I attain by means of the 
peculiar or novel features of construction and 
arrangement or combination of parts herein- 
after disclosed in the description and claims. 

1. In a traction-engine, the combination of 
the main frame having the semicircular rear 
■ portion, the boiler secured thereto, and the 
curved or U-shaped axle passed around the 
rear side of the boiler and fle>iibly connected 
at its spindles to the frame, with the hangers 
engaging beneath the bottom of the boiler 
with their lower hooked ends, and slidingly 



connected'to the axle at their upper ends, and 
the springs eoshiouing the vertical play of 
these hangers, as shown and described. 

2. In a traction engir.e, the combination of 
the main frame having the semicircular re;ir 
portion, the boiler secured thereto, the curved 
or U-.'^haped axle passed around the rear side 
of the boiler, the braces pivoted at their for- 
ward ends to the frame and secured at their 
rear ends Lo thespindlesof theaxle.tbehangers 
engaging the bottom of the boiler with their 
lower booked ends, £>nd having their upper 
ends sliding vertically in the rear ends of the 
braces and connected above the same by caps, 
and the springs interposed between the caps 
of the braces and cushioning the hangers, as 
shown and described. 

3. In a tractiou-engine, the combination of 
the main fran)o, the U-shaped axle surround- 
ing the rear side of the boiler and having its 
bent spindle end.'j movably secured to the 
frame, the traction-whccl.s mounted upon the 
6pindles of said axle and provided with cogged 
inner peripheries, and tlie driving-shaft jonr- 
naled upon the frame and provided with the 
compensating gearing, and also with the bull- 
pinions at its ends engaging the cogs of said 
wheels, as shown and described. 

4. In a traction-engine, the combination of 
theinternally-cogged traction-wheels, the driv- 
ing-shaft having bull-pi oious engaging the cogs 
of said traction-wheels, the intermediate shaft 
having gear-wheels engaging gear wheels upon 
the driving-shaft and iiaviog crank-disks upon 
its ends, the engine or crank shaft having ec- 
centrics upon its ends,and the connecting-rods 
or pitmen pivoted upon said eccentrics and 
crank-disks, as shown and described. 

5. In a traction-engine, the combination of 
the n)ain frame, the traction-wheels having in- 
ternally-cogged peripheries, the yielding rear 
axle, tlie driving-shaft having bull-pinions en- 
gaging the said internally-cogged wheels, the 
intermediate sihafigeared-tosaid driving-shaft, 
the engir.e shaft arranged forwardly of said in- 
termediate shaft and driving-shaft, the con- 
necting-rods for revclving said intermediate 
shatli, the engine-cylinders,and the piston-rods 
connecting with and revolving the engine-shaft, 
said engine-cylinders being supported from the 
main frame and arranged below said interme- 
diate and driving shafts, as shown and de- 
scribed. 

r> Tii a traction-engine, the combination ot 
the main frame A, the curved axle C, the in- 
ternally-cogged traction-wheels, the shaft H, 
provided with the compensating gearing, slid- 
ing sleeves and bull - pinions, the shaft K, 
mounted iu front of shaft H,and provided with 
the gear-wheels f k\ and crank-disks if if, the 
engine-shaft Q, provided with the cranks and 
eccentrics, and the connecting-rods or pitmen, 
substantially as described. 

7. In a traction-engine, the combination of 
the main frame A, the inclined bed-frame E, 
removably, secured thereto, the cj'linders 
mounted on said inclined bed-frnme, and the 
shafts G, H, and K, arranged above said bed- 
frame, substaii,tiallv as and for the purpose de- 
scribed. 

379,996. HENRY D. SMITH anu 
FRANCIS M. WALKER, Newark, 
Ohio. Traction-Engine. Filed Jan. 14, 
1888. Patented .Vlar. 27, 1888. Serial 
No. 260,731. (No model.) 
The object of this invention is to provide 
traction-ecginedriving-gear — sncbasisshown 
in the Patent No. 357,431, issued February 8, 
1887, to Francis M. Walker— with a device 
by which it may have t\\ o different speeds and 
two different poweis, so that in traveling up- 
hill, for instance, the traction-engine, with the 
same speed of piston, may travel slower with 
Increased power. 

1. The combination, in a traction-engine, of 
the bevel-wheels I J, the wheel G, carrying a 
bcve'-pinion meshing with said wheels I J, 
and having two sets of teeth, with a pinion, 
P, constructed and adapted to mesh witb 
either set of teeth, substantially as descrilred. 

2. The combination, in a traction-engine, of 
the bevel-wheels I J, the wheel 6, carrying a 
bevel-pinion meshing with said wheels I J, 
and having two sets of teeth, with the pinion 
F, the shaft C, and the laterally-movingboxO, 
carryingsaid shaft, snljstantially as described. 

3. The combination, in a traction-engine, of 
the wheel G, having two sets of teeth and 
mounted on the shaft D, carrying the pinions 
K K, with the pinion F, the shaft C, the later- 
ally-moving box O, the sleeve M, carrying 
said box. and the frame carrying said sleeve, 
saBstantially as described. 

4. Thecombination, in a traction-engine, of 
the wheel G, haiving two sets of teeth, with 
the pinion F, the shaft C, carrying said pinion, 
the laterally-moving box O, the sleeve M, car- 
rying said box, and the small tmss-frarce L, 
supporting said sleeve, all substantially as 



'shown and described. 

380,601. HERNANDO O. SICKLER, 

Buffalo, N. Y. Tractlon-Engine. Filed 
Sept. 5, 1887. Patented .\pr. 3, 1888. Se- 
rial No. 248.782. fNo model.) 
My invention relates, first, to certaiu neir 
and usefol improvements in traction-engines, 
whereby the greater portion of the weight rests 
on two small wheels adapted to run oa rims 
attached to the inner sides of two large drir. 
ing- wheels, the said wheels being made ad- 
justable by means of a lever, so as to bring 
the weight either forward or back of the cen- 
ter of the two smaller wheels. 

The second part of my invention relates to a 
certain means whereby the tractive power of 
the engine is greatly increased by means of a 
series of two or more cables or chains connected 
with the driving-wheels of the engine andve- 
hicle,all of which will be fully and clearly bere^ 
inafter described and claimed, reference beine' 
had to the accompanying drawingo, 

1. In a traction-engine, the rear driving- 
wheels provided with iuner side projecting 
rims, two smaller wheels mounted in fixed 
bearings on the body of the vehicle, and bear- 
ing npon the inner surfaces of the driving- 
wheel rims for supporting the weight of the 
vehicle, in combination with a reach connected 
by bearings with the axle of the driving- 
wheels, aha an arm or lever pivoted to the 
reach and to the body of the vehicle, whereby 
the driving-wheels may be moved longitndi- 
nally back and forth, for the purpose^ snb 
stantially as described. 

2. In a traction-engine, an engine-pulley 
connected by a cable with a grooved pulley 
mounted npon a shaft set in bearings on the 
platform of the vehicle and provided with two 
smaller pnUeys,each havingaseriesof grooves 
and located directly above thefront wheels, in 
combination with the rear driving-wheels, each 
having a corresponding series of grooves, and 
a series of cables connecting said pulleys and 
driving-wheels, whereby the series of cables 
connect directly with the peripheries of the 
driving-wheels, so as to rest upon the groapd 
and act as a track for the driving-wheels to 
roll npon, substantially as described, 

3. The combinationof the body of a vehicle 
provided with wheels 12, monntedin fixed bear- 
i ngs connected thereto, the dri v i ng-wheels pro- 
vided with inner side rims, 16, and connected 
t)y bearings with a reach, a pivoted lever for 
connecting said reach with the body, and a 
curved bar, 11, and bolt 10, as and for thfl 
purposes described. 

382,857. FRANK BATTER, Slide, Cal. 

Traction-Engine. Filed Feb. 11, 1888.. 

Patented May 15. 1888. Serial No. 

263.731. CNo model.) 

My invention relates to an improved trac- 
tion-engine for traveling nponsoftoryielding 
ground where wheels cannot bo employed. 

It consists of endless belts composed of 
shoes arranged transversely aad coupled to- 
gether to form the 5elts,, a frame-work upon 
which is mounted an engine, and rollers upon 
which the engine-frame is supported, and, in 
combination with this, of an intermediate eud- 
less chain of links, which rest upon the out«r 
shoes, while the rollers travel upon these in- 
termediate links, as will be more fully ex 
plained by reference to the accompanying 
drawings. 

X. The traction-engine consisting of pai-allel 
frames nnited together and having two inde- 
pendent endless belts formed of blocks or sec 
lions hinged toj«ther, pulleys or drnmsin the 
ends of the frames.aroiind which the belts pass 
and through which they are propelled, fn com 
bioation with a series of alternately flanged 
and plain rollers journaled to the lower part of 
the engine-frame, and an intermediate endless 
belt composed of links resting upon the central 
portions of the shoes and upon the oppei 
edges of which the rollers travel, snlratantially 
as and for the purpose herein described. 

2. The traction-engine composed of i>arallel 
frames with the semicircular channel-iron end 
pieces by which they are united, the endless 
belts composed of blocks hinged togcthei",liav- 
ing their greatest length transversely to the 
machine, so as to form shoes npon which the 
latter is supported, a second belt composed of 
narrower links united together and resting 
upon the upper snrfi'.ces ol the shoes, alter- 
nately flanged and plain rollers journaled in 
the power part of the frames and traveling 
upon theupper edgesof the iutermediatelinks 
and out of contact with the shoes, in combina- 
tion "with the two sets of steering-drums 
mounted in pairson horizontal shafts, vertical 
shafts, tillers, and eonnesctiug rod or bar by 
which they are turned simultaueoosly, a di 
vided driving shaft and clotch couplings by 
which either one or both traveling belts may 
be driven, andencinesnud iBtermcliategear- 



TRACTION ENGINES. 



631 



ing by which power may be applied to the 
same, subsianti-djy 0,3 heieiu descnbed. 

3. The steering-drums mounted iu pairs or 
horizontal shafts which pass through journal 
boxes, said boxes being hinged to vorlicft: 
steering -shafts, whereliy the tread of the 
drums may conform to the irregularities of 
the surface without strain upon the vertical 
shafts, substantially as herein described. 

4. In a traction engine, the parallel frames 
united together, having the supporting-shoes, 
the intermediate linkbelfcand the rollers trav- 
eling nponthesame,together with the engines 
and driving-shaft, iu combination with the 
drafcbar extending rearwardly from a trans 
verse shaft to which it is attached, and the in 
tcrmediate springs, Q, substantially as herein 
described. 

5. The tractioueng'ine having the indc 
pendent endless traveling belts^ forming sheet- 
upon which itiscarricd, and engines and driv- 
ing mechanism, as described, in combination 
with the draft-bar N, the transverse shaft P. 
to which said draft-bar is connected, and the 
screw or mechanism by which the bar maybe 
shifted to one side or the otlier of the center 
when it is desired toturnthemachinearouod, 
suhstantially as herein described. 

283,179. DAVID B. JAMES, Visalia. 

Cal. Traction-Engine. Filed Nov. 23, 

1887. Patented May 22. 1888. Serial No. 

257.020. (No model.) 

My invention relates to au improvement iu 
traction eugines and carsj and it consists, es- 
sentially, in mechanism comprising chains, 
sprocket-wheels, &c., whereby said engine and 
cars are operated or driven, and, further, in 
certain details in the construction, arrange- 
ment, and combination of the several parts, 
substantially as will be hereinafter described, 
and then more particularly pointed out in the 
claims. 

1. A traction road engineer locomotive pro- 
vided with two cylinders containing pistons 
which connectby suitable rods with a driving- 
shaft upon which is a double sprocket-wheel 
to receive two chains, one leading from it to 
a corresponding sprocket-wheel under floor of 
engine, on the carrying or traci:ion wheel of 

_same, and the other chain leading to a corre- 
sponding sprocket-wheel on the axle of the 
first car connected to it, and alike to as many 
cars as the engine has the capacity to move, 
;;ubstantially as and forthepurposeshownand 
specified. 

2. In a traction engine, the combination of 
two- wheel cars supported by each other at the 
corners by a coupling that acts as a hinge, con- 
necting engine and train of cars in one con- 
tinuous line, with side-play in couplings to al- 
low for curves and follow over any reasonable 
depression on road, substantially "? and for 
the porpose shown and specified. 

385,627. EPHRAIM HOWLAND, Pon- 
tiac, Mich. Combined Thrasher and 
Steam-Engine. Filed Dec. 1, 1887. Pat- 
ented July 3, 1888. Serial No. 256,674. 
(No model.) 
' Tbis invention is designed to overeome many 
of the difficulties and dangers attending the 
use of steam thrashera— first, in avoiding the 
neeesKity of a conuect.ing-belt betweea tht 
thrashing-machine and the steam - eugiue, 
thereby doing away with the danger to life and 
limboccasionedthereby; secondly, bydispens- 
jngwith such a belt-connection to obviate the 
necessity of an" exact location of the boiler 
with respeebto the thrashing-machine; third- 
ly, in euabling me to locate the steam- boiler at 
any oonveriient place near to or remote fron 
the thrashing-machine, and giving it a loca 
tion, also, with respect to the wind, or with 
respect to surrounding combostible materials. 
as to render it no longer a source of danger il 
theway of starting fires; fourthly, in avoiding 
the necessity of an expensive engineer at the 
boiler, bringing this labor within the control 
of one of the necessary persons employed 
abontthethrashing-macbine and necessitating 
only a fireman at the boiler; fifthly, in avoid- 
ing the necessity of any alignment of pulleys; 
sixthly, by bringing the engine within theim-. 
mediate control of the feeder or other hand at 
the thrashing-machine itself, to enable hira to 
instantly stop the machine or to reverse it or 
operate it at will without compelling bim to 
communicatebacktothoengineerattheboiler, 
seventhly, by stripping the boiler of its en- 
gine, drive-wheel, drive-shaft, aod bed-plate 
to redrtce its weight to such au extent that it 
may be easily drawu by a teain of horses ove' 
ordinary roads, whereas by the location of an 
engine or engines to the thrasher the weighi 
of the latter is not increased beyond thecapa 
bilities of an ordiosiiy team. 

The combination, witu a liiOTuble thrashing- 

ma:ebine and two steain-ongi ues, one upon each 

sideof the thrashing-machine and geared with 

-its driving lueohjtuism, of a nortable steam- 



boiler and a flexible steam hose or conduit 
connecting said boiler and engines, substan- 
tially as described. 

387,612. WILLIAM S. WOOTTON. 

Scottsburg. Va. Road-Engine. Fil^d 
Dec. 19. 1887. Patented Aug. 7, 1888. 
Serial No. 2.SS.357. (No model.) 
It is desirable in road-engines, as in other 
vehicles, that the body should be clastically 
supported npou theground-wheels,in order to 
l)revent repeated ami abrupt shocks and jars, 
which are disagreeable to persons riding on 
the engine and injurious to the frame and ma- 
chinery thereof. Such an elastic support' how- 
evci', entails a movement, especially in verti- 
cal planes, of the engine-frame and driving 
machinery relative to the driving-wheels, 
which latter are of uccessir.y connected with 
said machinery. 

One feature of my invention consists in ap- 
plying a spring-connection, which I term a 
•'balanced-spring connection," between the 
driving ground-wheels and the driving niech- 
:uiism, which permits a movement of such 
mechanism bodily in directions crosswise of 
the axis or driving-shaft of said wheels with- 
out interfering with the transmission of power 
from the engine to the driving ground- wheels. 
My invention also consists in the application 
at said point of what I term a *'spring-and- 
link connection."' 

Another feature of ray invention consists in 
the devices for supporting a centerless driv- 
ing ground-wheel of a road engine with a view 
;:o minimize tlie friction, to resist the tendency 
which a large and relatively light wheel will 
have to depart,nnder certain strains,from the 
shape of a true circle, and at the same ^imo to 
Transmit the propelling force as directly as 
|)0SS!)>1^ from tlic engine to the gronnd. 

1. In a road-engine, the combination, with 
the driving ground wheels, of a divided driv- 
ing-shaft, the separate parts of the shaft being 
connected, respectively, with the driving mech- 
anism and with said wheels, and two or more 
springs arranged oppositely to and balancing 
each other about the shaft and connecting the 
separate portions thereof with each other,sub 
stantially as set forth. 

2. The combination, with the divided driv- 
ing shaft and disks carried by the respective 
portions thereof, of a plurality of springs and 
corresponding links secured, respectively, to 
and connecting with each other the said disks, 
whereby a movement of the parts of said shaft 
out of line with each other may be permitted 
without interruptingthe'r driving conn(C'Jon. 

3. The combination, with the divided driv- 
ing-shaft and disks carried thereby, one of 
which is provided with seats or recesses, of a 
plurality of springs mounted iu said recesses, 
and links pivoted to the springs and to the 
other disk, substantially as set forth. 

4. The combination, with the divided driv- 
iug-shafc and disks carried by the respective 
portions thereof, of a plurality of springs se- 
cured to one of said disks, and corresponding 
links pivoted to the said springs aiid situater' 
at an angle thereto and pivoted at their other 
ends to the other disk. 

5. The combination, with the centerless 
ground-wheel and its driving -pinion, of a 
frame connected with the body of the engine, 
and a roller mounted on said frame and bear- 
ing against the periphery of the wheel in the 
line of its horizontal diameter, for receiving 
the horizontal propelling force of said wheel. 

6. The combination, with the centerless 
ground-wheel and its driving -pinion, of a 
frame connected with the body of the engine, 
and rollers mounted on said frame both within 
aod without thewheel, and bearingupon both 
,ts inner and outer peripherv for receiving its 
propelling force. 

7. The combination, with the centerless 
ground- wheel and its driving-pinion, of a frame 
connected with the body of the engine, and a 
roller mounted on said frame and bearing 
against the periphery thereof opposite to and 
adapted to resist the radial pressure of said 
pinion. 

8. The combination, with the centerless 
ground-wheel and its driving-pinion, of a frame 
adapted to hold and support said ground- 
wheel and havinga beariagfor the journal of 
said pinion, and a roller bearing upon the pe- 
riphery of the ground-wheel, said roller and 
frame being pivoted tothebody of the engine 
on the same axial line. 

9. The combination, with the cent<^rless 
/round-wheeland its driving- pinion, of a frame 
connected with the body of the engine,a roller 
mounted thereon and bearing against the pe- 
riphery of the wheel, an equalizing-frame piv- 
oted to the first frame, and rollers carried by 
the equalizing-frame on opposite sides of its 
pivot and bearingagainst the periphery of the 
ground-wheel. 

10. The combination, with the centerless 
ground-wheel and itsdriving-pipiofi, of a framc^ 



carrying H-e pini-^n, rolioi-H mounted on tin- 
frame and I-eaiing against the piuiphory of the 
wheel, turning on said frame by wliich the lat- 
ter is pivotally connected with the body of the 
engine, and a roller mounted on the frame op- 
posite to said pinion for resisting its radial 
pressure. 

11. The con'bination, with the centerless 
wheel and the rollers bearing against its outer 
pcriphery,of the scraper.?, engaging said ouIim- 
face for clearing the track for said rollers. 

12. The combination, with the cenlerh'ss 
whcelandasupporting frame therefor pivoted 
to the main frame of the engine, of :i roller 
jarried by the main frame and situated upon 
theoppostte side of the wheel fronksaid pivol, 
for limiting the relative movement of the main 
frame and said wheel about said nivot. 

394,460. CHARLES A. COPELAND, 
Rocklane, Ind. Steering Apparatus for 
Traction-Engines. Filed Sept. 19, 1888. 
Patented Dec. 1 1 , 1888. Serial No. 
285,807. (No model.) 

The object of my invention is to provide a 
steering apparatus which is operated by the 
engine, and which may be readily controlled 
by the driver or engineer, whereby the engine 
maj' be directed very readily and without any 
physical exertion on the part of the person 
operating the same. 

The combination, in a traction-engine, of 
the pivoted axle, the shatt or winch B', the 
chains coilec^ in opposite directions on the 
winch and attached to the pivoted axle, the 
shaft L, geared to the crank-shaft of the en- 
gine, the bearing M for said shaft having the 
horizontal portion S, provided with the longi- 
tudinal slotT, the wheels P R, rigidly secured 
to the shaft L, the laterally-movable shaft U, 
geared to the winch, and having its upper end 
working in slot T and pro\ided with the wheel 
A', arranged between the wheels P R, the' le- 
ver W, and the link Y, connecting the same to 
the shaft IT, substantially as described. 

394,851. GEORGE T. GLOVER, Chi- 
cago. III. Traction-Engine. Filed May 
28, 1888. Patented Dec. 18,1888. Serial 
No. 275.400, (No model.) 
While 1 nave snccessfulty oi)erated in the 
(umber regions a construction of traction-en- 
gine secured to me by Lettoi-s Patent of the 
LTnitod States No. 34-2,396, and further im- 
proved, a,s in Lettei-s Patent No. 300,584, sub- 
sequently granted me. 1 have deemed further 
improvements thereon desirable, owing to the 
novel and pecniiarnatnre of the work, which 
consists in dri\ing a traction-engine through 
the snow, melting down the snow to form an 
ice road, and hauling a train of sledges loaded 
with logs. Means for automatically weights- 
ing or holding down the traction-wheels to an 
extent proportional to the resistance to be 
overcome constitutes a most important factor 
in a traction-engine for siieh work, it being 
found necessary to varj' the foree with which 
the traetion-wheols are lield down propor- 
tionally to .'^aid re.sistanee, since to weight or 
hold down the traction-wheels the same for a 
light load as for a heavy load would involve a 
waste of power. Moreover, the engine can be 
propelled and the load drawn more easily 
over some roads liian othei-s or with rates of 
ease dependent upon the condition of the 
roa<l, so that the automatic holiliug down of 
the traction-wheels is also nmdcred iieces- 
saiy. In the second one of my said patents I 
have i)rovided a steam-actuiitcd lifting do- 
vice adapted for .so luising a portion of thi 
".ngine-truck as to throw the weight thercol 
upon the ti-action-wheels. In my present in 
vention I dispense with such stoam-aetuated 
device an<l cause the driving-power, acting 
through the instrumentality of the traction- 
wlieels, to automatically bring' to bear upon 
such traction-wheels the weight of the engine- 
truck to an extent proportional to the trac- 
tion required. To the atfainnient of sneh 
end, I hinge to the rear end of the engine 
truck a traction propelling attachment com- 
prising one or more, but preferably a paliv of 
traction-wheels, which are mounted .somewhat 
iowerthan the point of connection between the 
arms or body-frame of the traction propelling 

HttaeliTnoiitand the engine-truck, so that whei 
thetraction-wheelsaredriven from theengint 
through the modiutn of some suitable flexi- 
ble or.^'ieldillg [)owor-transniitting connection 
the advancement of the traction-wheels shall 
tend to lift the rear end portion of the engine- 
truck and the weight thereof to an extent 
pioporlidnai to the degree of force required to 
linld the traction-wheels down and prevent 
slip. 

Asa further feature of improvemeuM pro- 
vide upon the traction propelling attachment 
a water-supply tank, which not only provides 
a supply of water for the boiler, bnr also per- 
mits the ti-aotion-whcT^ls to be weighted down 



632 



TRACT/ON ENGINES. 



by the weight of tho wftt^'r carried during 
service. 

A further fenture consists in pro\iding, in 
coiiiieetion \\ith a water-supply tank, a feed- 
water heater, wherebj' the water during tlie 
severest season encountered in the lumber re- 
gions may be fed to the boiler in a proper 
condition. The provision of the feed-water 
heater involves various matters of improve- 
ment hereinafter more particularly set forth, 
among which, however, I may here not^ the 
warming of the water iu the supply -tank, 
the discharge of steam onto the traction- 
wheels, 80 as to keep them sufficiently healed 
to melt doi(Va the snow, and th& economical 
use of exhaust-steam in a hood or chamber, 
wh icli I shall in practice provide to inclose the 
tract ion- wheels for tlie same purpose that I 
ehipk)y the open-bottom chamb^n- embodied 
in the second of my said Letters Patent. 

1. The combination, su]>stantially as Iierc 
inbefore set forth, with the engine-truck, of a 
traetion propelling attachment hinged to tlic 
rear end portion of the engine-truck andcom- 
prising one or morie traction-wlieels mounted 
lower than the poin^; of connection between 
the traction propelling attachnient and the 
engine-truck, whereby the weight of the en- 
gine-truck may be automatically taken by 
th& traction-wheels to an extent proportional 
to the tmction requii'ed. 

2. The combination, substantially as heie- 
inbefore set forth, with the engine-truck, oi 
the tmction propelling attachment compris- 
ing a pair of inclined arms hinged at their 
forward higher ends to the rear end portion 
of the engine-trUok, and one or more traction- 
wheels connected with said arms and having 
their axle arranged lower than the connection 
between said amis and the engine-truck^ foe 
the purpose described. 

3. The combination, substantially as here- 
inbefore set forth, with the engine-truck and 
ji traction propelling attachment arranged in 
rear thereof, of a draw-bar having a sliding 
connection with the engine-truck and a 
hinged connection with the traction-propel- 
ling atfcichment. 

4. The combination, substantially as here- 
inbefore set forth, with the engine-truck and 
a traction propelling attachment, of a draw- 
bar connected with the traction propelling at- 
tachroent and having a sliding eoniiection 
with the engiife-tmck, and a spring present- 
ing a yielding lesistauce to the forwArd end 
movement of the draw-bar. 

5. The combination, substantially as here 
inbefore set forth, with the engine-truck ana 
a traction propelling attachment arraiiged in 
rear of the engine-truck and driven from the 
engine by a flexible power-transmitting con- 
nection, such as set forth, of .a pair of draw- 
bars having sliding connections with the en- 
.gine-truck and hinged connections with the 
traction propelling attachment. 

G. Tho combination, substantially as here- 
inbefore set forth, with the engine-truck and 
a traction propelling attachment in rear there- 
of, of a draw-bar connected to the traction 
propelling attachnient and having a sliding 
connection with the engine-truck, a spring 
opposing the forward end movement of the 
draw-bar, and a jack for adjusting the forct 
of the spring. 

7. The coinbination, with the engine-truck 
carrjing a suitAble engine and boiler, of g. 
traction propellingattachmentattached to the 
engine-truck and operated from tlie engine 
thereon, ami a water-.supply tank mounted 
upon the traction propelling attachment and 
serving to weight down the traction-wheels. 

8. The combination, with a suitable boiler 
and engine carried by the engine-ti-uck in a 
traction-engine for forming ice roads and rlin- 
ning over the .same, of the water-supply tank, 
a steam-chamber arranged below the tank, 
and means for intj'oducing steam into sjiid 
chambei' fi'om the boiler, substantiallj' as de- 
scribed. 

9. The combination, with a suitable boiler 
and engine carried by the engine-truck, of the 
water-supply tank, a steam-chamber aiTanged 
below said tank, means for introducing steam 
into said chamber, and a pipe leading from 
the tank through said chamber and connected 
with the boiler by suitable pipe-connection. 

10. The combination, with the boiler and 
engine carried by the engine-truck, and a 
traction propellingattachmentattached to the 
engine-truck and comprising traction -wheels 
driven from the engine, of a feed-water heater 
carried by the traction propelling attachment. 

11. The combination, with the engine-truck 
and engine, of the traction propelling attach- 
ment H, the feed-water tank K, sujjportcd 
upon the traction propelling attachment, tl^e 
steam-chamber n under the said tank, and a 
pipe-connectior between the tank and the en- 
gine, pas.sing through said steain-chamber, 
substantially as described. 

12. T?ic combination, with thedrfi.w-bai'sF. 



"attached to the engine-truck and side bars of 
the traction propelling attachment, of clips T, 
applied to the oi^posingeudsol saidbars,and 
hinges, such as set forth, connecting the bais 
or tiie traction propelling attachment with the 
draw-bars. 

13. Thecombination, with the engine-truck, 
of the springs having sliding connections 
therewith, and a bar, for the purj)oso set forth, 
secured to the springs^ substantially jis de- 
scribed. 

397,976. RILEY R. DOAN, Sacramento, 

Cal., assignor of one-halTto John H. Rob- 
erts, dame place. Road-Engine. Filed 
Oct. 11. 1888. Patented Feb. 19, 1880. 
Serial No. 287,860. (No model.) 

My invention reIate.4toimprovements in that 
class of machines known as "road-engines;" 
and it consists of a pair of engines inountei^ 
upon a frame and connected with a crank- 
shaft which is joumaled upon said frame, a 
single bearing-wheel so connected with tlu 
rigid crank-shaft as to be driven therefrom, 
while at the .same time it may be turned from 
side to side in a horizontal plane for the--pui-- 
pose of steering the maehin*^, and in connec- 
tion therewith of a second crank-shaft jour- 
naled upon the frame parallel WMth the fii-st 
one, and having a pair of driving-wheels con- 
nected with it, the cranks of said shaft being 
connected with the first shaft by side rods, so 
as to be moved simultaneously therewith. 

1. A traction-engijie having rear wheels 
mounted ujwn the ends of a driving crank- 
shaft journaled upon ihe engine-frame, and 
a single front wheel iitted with a ball-and- 
socket joints with grooves and keys, upon the 
center of a second driving crank-shaft jour- 
naled upon the engine -frame parallel with the 
first shaft, and having fower transn^itted tc 
it from the engine, substantially as herein 
desci'ibed. 

2. A traction-engine haxirig parallel hori- 
zontal shafts turning in boxes at the u'ont 
and roar ends of the frame, respectively. 
erauks upou the ends of the shaft through 
which motion is transmitted from an engine 
canied upon the frame, looselj'-tn ruing wheels 
fitted upon the rear shaft, and a pawl-and- 
ratchet mechanism by which tuey are con- 
nected therewith, in combination with a front 
wheel fitted to the front shaft by means of a 
ball-and-socket joint and driving-keys, and 
a steering mechanism connected with said 
front wheel, so that it may he turned from 
side to side independent of the rotary motion 
6t its shaft, sut^fjtantially as herein described. 

, 3. A traction-engine having its- rear end 
supported upon bearing- wheels, the shaft of 
which turns in boxes upon the engine-frame, 
a forward shaft parallel tliereT\'ith,. and crankp 
\)y which power is transmitted to said shafts 
from the engine, in 'Combination with a bfj^l 
fixed to the ceutev of the forward shaft, hav- 
ing keys projecting from its periphery ,.a for- 
ward, wheel havir-g the hiib formed v'ith a 
pocket, and transveis? channels which fit the 
ball and keys and allowthe wheel- to bemovpd 
from side to side while power is transmitted 
to it from the shaft, substantially as herein 
described. 

4. In a traction-engine, the parallel crank- 
shafts joumaled upou the engine-frame and 
receiving power through the cranks from an 
engine carried upjn ::aid frame, wheels fitting 
the outer ends of the rear crank-shaft and 
connected there'^'th by pawl -and -ratchet 
mechanism, a- front 'wheel, the hub of whicli 
forms a globular socket fitting a correspond- 
ing ball secured to the front shaft, keys pro- 
jecting from the periphery of said ball and 
entering transverse slots in the hub, through 

which power is transmitted _to drive said 
wheel, and disks fitting in circular grooves 
in the outer ends of the hub, with horizontal 
openings from side to side, having boxes 
through which the shaft passes, said boxes 
traveling from side to side on guides within 
the horizontal openings of the disks, substan- 
tially as herein described. 

5. An engine - frame having tlie parallel 
hearing and driving shafts at the front and 
rear of the frame, wheels mounted upon the 
rear axle with pawl-and-ratchet connections, 
as shown, and a single front wheel having the 
spherical socket witJi transverse channels, a 
ball secured to the shaft fitting said socket 
and having radial keys projecting and fitting 
into the channels, funnel-shaped hubs pro- 
jecting outwardly from the spherical socket 
and having concentric grooves or channels 
with curved guides b, and boxes Zy within 
which the wheel-shaft turns, said boxes hav- 
ing groove a, fitting upon the guides b, sub- 
stantially as and for the purpose herein de- 
scribed. 

(J. The forward driving-shaft joumaled up-^n 
the frame, the ball-and-socketconnection,and 
driving-keys and channels, whereby the wheel 



is propelled by the shaft, rhe projecting fun- 
nel-shaped hubs having the disks C, fitted to 
turn in concentric channels iu their outer 
ends,andthegulding-boxesZ, fitting the shaft 
and traveling on horizontal guides within the 
disks, in combination with the arms o, tho 
segmental rack q, and the steering-wheel and 
pininn, substantially as herein described. 

7. The forward driving-shaft joumaled ia 
boxes upon the engine-frame and having the 
ball fixed to ita center with projecting keys, 
as shown, the wbeM having the spherically- 
socketed liub with transvei'se channels fitting 
(ihe ball and thw keys, the horizontal travel- 
ing gdiilin^-boxes, and guides in the out^r 
ends of the funnel-shaped hub of the wheel, 
in combination with the horizontal slidi::ig 
dooi-s j, whereby the openings at the enos of 
the hubs are kept closed, substantially as 
hereiji described. 

8. The doors i, travelingin guides and hav- 
ing their inrer ends secured to the segments 
k. which fit the driving- shafts said segments 
having gtooves or channels I, in combination 
with the clasps or latches m and the links n» 
substantially as herein described- 

0. The ball or sphere secured to tho forward 
driving-shaft having the countersunk holes 
made radially in its periphery, in combina- 
tion with the keys V, having the shanks W, 
and the enlargements or heads X, fitting into 
^he radial holes and countersunk openings, 
substantially as herein described. 

10. The wheel-hub composed of two sec- 
tions bolted together, having tiie spherical 
channeled socket formed between said sec- 
tions to fit and inclose the ball secured to the 
driving-shaft, with keys fitting the channels 
in the hub, radial semi-socket!s upon the ex- 
ieripr of the hub-sections, into which the in-, 
ner ends of the whecl-spokes are introduced' 
and bolls whereby the sections are secured 
over the ball and spokes locked in place, 
siibstantiaUy as herein described. 

11. An engine-frame having the forward 
shaft joumaled upon it, a forward guiding 
and driving wheel witli Vail and socket^keys 
and horizontal guides and steering mechan- 
ism, the rear wheel-shaft joumaled upou the 
frameparallel to thofrontshaft,and the wheels 
D, fitt'ng loosely upon the ends of said s^aft, 
having their outer ends countereunk to fit 
overthehubsof the cranks .T,in combination 
with the ratchet-wheels ]\r, clamped to the 
wheel-spokes, as shown, the pawl R, and the 
springs S, substantially as herein described. 

' 12. The rear wheels of a traction- engine, 
turning loosely upon the rear crank-shaft, 
which is joumaled upon the eugine-frame, 
and the ratohet-rims clamped to the wheels, as 
shown, in combination with cranks having 
crank-pins projecting outwardly to receive 
the ends of the connecting-rods from the en- 
gine and the inner ends projecting inwardly 
^and carrying pawls R, together with the 
springs S, fixed to the cranks and acting itpon 
the pawls, substantially as and for the pur- 
pose herein described. 

13. The side and conn-^eting rods composed 
of angle-iron bars riveted together, with the 
aVigles meeting on a common axial line, sub- 
stantially iM* herein de.scriJied. 

14. The sideand connecting rods composed 
of angle-iron bars riveted together, with the 
interior angles upon a common axial line, the 
filling-pieces, and the stub ends welded there- 
to, substantially as herein described. 

15. A road-locomotive consisting of a frame 
havingrotary parallel flxles andrigid connec- 
tions between them, whereby said axles may 
be driven in unison and remain parallel, wheels 
on said axies, and a pivotal connection be- 
tween a wheel or wheels and one of the axles, 
whereby tho forTuer may bo turned from side 
to side on theaxictogiiidc the nmchine while 
still receiving power and being driven bythe 
axle, substantially as herein described. 

IG. Aroad-locoinotive consisting of a frame 
with parallel shafts o'* axles joumaled there- 
to, cranks, and connecting-rods by which said 
axles receive power from tlip. engine and are 
tuiiled to movi' in unison, wheels mounted 
iil|ou said axles so as to be propelled by them, 
rtnd a mechanism wherebj"^ the scecriug-wheel 
may be tuincd from side to side upon one of 
the axles, so as to guide the machine, while 
receiving motion fi-om (he axle whose plane of 
rotation is unchanged, substantially as herein 
described. 

17. Aroad-locomolive consisting of a frame 
having rotary parallel axles, cranks, and con- 
necting-rods uniting iho axles, whereby the> 
may lie driven in unison and rejuain parallel, i 
wheel on each end of one axle, a .single whee 
pivotally connected with the other axle, where- 
by it maybe turned from side to side to guide 
the machine, and a power-connection between 
said single wheel and its axle, whereby the 
wheel is dri\e]: by the axle without regard to 
its angle with said axJt, substantially as 
uereiu described 



TRACTION ENGINES. 



633 



400,846. CHARLES O. HEGGEM, 

Massillon, Ohio, assignor to Russell & Co., 
same place. Traction -Engine. Filed 
June 6, 1888. Patented Apr. 2, 1889. Se- 
rial No. 276,275. (No model.) 
My invention relates to improvements in 
traction-engines; and it consists in providing 
means whereb.v the jar on the fool;-board may 
be Tedoced; also, in providing means to re- 
store alignment of the axle-spindles; also, in 
providing means foranesting the momentum 
of the machine. 
' 1. 'J'hecomDination, inaportabie engine, ui 
a spindle-sapporting frame, C, having project- 
ing side portions, a, a bottom portion, 6, hav- 
ing aperforation, d, spindle G, a spindle-frame 
having a do^^wardly-projected portion, H, 
a spiral spring, F, secured about said portion, 
and an upwardly-projected portion adapted 
forlateral adjustment, and means for seeuriug 
said portion in desired adjustment, substan.- 
tially as described, and for the purpose se^ 
fortb. 

2. The combination, in aportaljle engine, of 
a spindle-supporting frame, C, and a spindle- 
frame, E, loosely secured to said frame C and 
adapted for vertical vibration and lateral ad- 
justment, substantially as described, and for 
the purpose set forth. 

3. In a portable engine, the combination of 
the spindle G, and a spindle-supporting frame 
having an upwardly-projected portion, E, and 
a downwardly-projecting portion, II, substan- 
tially Ds described, and for the purpose set 
forth. 

4. The combination, in a portable engine, of 
the U-shaped foot-board support, the ends 
thereof pivotally secured to the sides of the 
fire-bo.?,and supporting-springs, substantially 
as described, and for the purpose set forth. 

5. In a poitable engine, in combination with 
a U-shaped foot-board support pivotally se- 
cured to the fire-box portion of the- boiler, 
a spring supporting-bracket, t, spring s, and 
loop h, substantially 'as described, and for the 
purpose set forth. 

G. In a portable engine, a brake composed, 
essentially, of abrake-wheel, N', secured to the 
gear-wheel O, a flexible shoe,N, pivotally se- 
cured at both ends to a lever, P, stud "', ad- 
justable link Q, foot-'ever B, and a spring, w, 
fiied at owe end to the engine and bearing 
with its ft^e eii^ against the under side of 
the lever B, substantially as set forth. 

7. A steam-engine having an axle and an 
adjusting device in connection therewith to 
regulate the inclination .of the axle, substan- 
tially as set forth. 

3. A steam-engine having a vertically-yield- 
ing axle and an adj csting do vice in connection 
with the axle to regulate the inclination of 
the same, substantially as set forth. 

9. In a portable steam-engine, the combina- 
tion, with the spindle-supporting frame C, of 
a spindle-frame, E, vertioally movable in said 
frame C and provided with a recess, g, a 
block, .h, fitting in Siiid recess, and a set- 
screwj fc, for separating the upper ends of said 
frames, substantially as set forth. 

iO. In 11 portable engine, the combination 
of the pivoted foot^boari} support, the fixed 
spring supporting-bracket, the loop einbrae 
ing branches of the said foot-board support 
and prondod with a stem working in an ap- 
erture of the spring-support, and a spring en- 
circling the said .stem and engaging, respect- 
ivoiy, with its ends the loop and the spring- 
support, substantially as set forth. 

401,756. WILLIAM H. PATTON, Pu- 
eblo, Colo. Motor. Filed Nov. 15, 1887. 
Renewed Mar. 5, 1889. Patented Apr. 23, 
1889. Serial No. 302,017. (No model.) 
The objact of ray present invention is the 
.. economical propulsion of street-cars; and it 
consists of a combination of devices herein- 
after exijlained and claimed, and it is an im- 
provement on my application filed by me May 
27, 1887, Serial No. 2.39,530, allowed August 30, 
1887. 

1. The frame A of a ear-truuk, and the axle 
B', provided with the sliding bevel-gears F F', 
in combination with the bevel-gears G and I, 
mounted on a flexible shaft, G', the bevel- 
gear J; mounted on the shaft J', and a motive 
power for operating the same, substantially 
as and fbr the purpose herein described. 

2. The axle B', provided with the sliding 
bevel-gears F F', in combination with, the 
bevel-gears G and I, mounted on a flexible 
shaft supported in proper bearings, and pro- 
vided with a close collar held in place by 
means of a thumb-screw and adapted to hold 
thj bevel-gear G up to its work, substantially 
as herein set forth. 

.1. The flexible shaft G', supported in proper 
bearings, provided with the bevel-gears G and 
I, in comhiaalion with the collar K, secured 
to the said shaft between the bearing and 



gear G, substantially as and for the purpose 
set forth. 

402,322. ALFRED HASBROUCK, Ith- 
aca, N. Y. Driving-Gear for Locomo- 
tives. Filed June 21, 1888. Patented Apr. 
30, 1889. Serial No. 277,844. (No 
model.) 

This invention relates, in general, to that 
class of locomotives which are designed to run 
on public highways or at large without guide- 
rails, and more particularly to that part of the 
mechanism of locomotives whereby power is 
commnnicated from the engine to the draft- 
wheels, such mechanism being herein termed 
the "driving-gear." 

The object of the invention is, first, to pro- 
vide a draft-wheel witharotary bearing upon 
the engine-truck, whereby the wheel may be 
turned from side to side in the truck to guide 
its course of travel independent of its draw- 
ing-shaft; second, to provide a self-adapting 
connection With the shaft, whereby the wheel 
may be propelled in any of its positions by 
the said engine; third, to provide means 
whereby the engineer may instantly discon- 
nect thodrive-wheelirom the engine orchange 
the rate of speed of the drive-wheel without 
stopping the engine or changing its speed. 

1. T'he combination, in a locomotive, of toe 
turn-plate D, the two annular bearings B, 
fixed thereon, and the draft-wheel A, joui^ 
naled between and upon the said annular 
bearings, substantially as shown aud de- 
scribed. 

2. The combination of the frame P, the cir- 
cular trucks H, fixed thereon, the tnm-plate 
t), fitted to rotate on the Said trucks, the an- 
nular bearings B, fixed to the said plate, and 
the draft-wheel A, joumaled between and 
upon the said annular bearings, substantially 
as shown and described. 

3. The combination of the shaft E, having 
a slot transversely through it, the wheel A, 
having a large central opening, and the pin 
C, having a square body, fitted through the 
said slotand joumaledatitaends in the wheel 
at the sides of the said opening, substantially 
as shown and described. 

4. The combination of the drive-shaft E, 
bored in at its end and slotted in its side to 
meet tho bee, the rod M, fitting the said bore 
and provided^ with a side iey, O, projecting 
tJirough the said slot, gear-wheels of different 
sizes jonrnaled upon the said shaft and slot- 
ted to register with the said key, and the in- 
termediate shaft, N, having gear-wheels fired 
upon it, adapted to gear permanently with 
the gear-wheels on the drive-shaft, substan- 
tially as shown and described. 

402,881. LEONARD AMES, JR., and 
JAMES H. ABERCROMBIE, Oswego, 
N. Y., assignonyto said Leonard Ames, Jr., 
Leon. Ames, and Arthur L. Merriam, 
same place. Gearing for Traction-En- 
gines. Filed Jan. 11, 1889. Patented 
May 7, 1889. Serial No. 296,090. (No 
model.) 

This invention is specialty designed for"nse 
on traction-engines, the object of the inven- 
tion being to provide simple, conveniently- 
operated, and effective meansfor shitting the 
pinion on the main drivingrshaft, so as to 
"^^hrpw the same in and out of engagement 
with the gear on the counter-shaft which 
transmits propelling-power to the axle of the 
traction-wheels; and to that end the inven- 
tion consists in the novel construction and 
combination of parts, as hereinaftef fully 
described, and specifically set forth in the 
claims. 

1. On a traction-engine, in combination 
with the engine-shaft and propelling-axle, the 
countor-shaft between said engine-shaft and 
axle and sustained parallel therewith, r.. ash- 
ing propelling-gears on said countor-shaft 
and axle, a gear-wheel fixed to said counter- 
shaft, and a pinion sliding longitudinally on 
the engine-shaft and confined circumferen- 
tially thereon, and a lever pivoted to a fixed 
support on the engine and connected with 
the sliding pinion t^ throw the same into and 
-out of mesh with the tear-wheel of the coun- 
ter-shaft, all combined to allow the engine to 
be operated to either transmit power'to other 
OTgines or propel the engine on its traction- 
wheels, substantially as set forth and shown, 

2. In combination with the engine-shaft C 
aud the pinion P, sliding longitudinally on 
iaid shaft and confined circumferentially 
hereon and provided with the circumferen- 
tial rabbet a in the end of its hub, the ring b, 
seated in the aforesaid iabbet, the cap c, at- 
tached to the end of the aforesaid hub and 
abutting against the end of the ring h, and 
the lever I, pivoted to a support on the en- 
gine and coupled to the aforesaid ring, sub- 
stantially as de:;eribed and shown. - 

_ 3. On a tvtiof.iou- engine, in combination 



with tho engine-shaft C, countor-shaft I), and 
gear-wheel I, fixed to the latter shaft, the box 
L, secured to the boiler and supporting the 
shaft C, the arm N, extending from the cap 
of said box, the pinion P, sliding longitudi- 
nally on tho engine-shaft and confined cir- 
cumferentially thereon, and the lever ?, piv- 
oted to the arm N and connected with the 
sliding pinion P, substantially as and for the 
puiTJOSO set forth. 

403,000. JOHN W. STRINGER, Ma- 
rion, Ohio. Gearing for Road-Engines 

Filed Jan. 19, 1889. Patented May 7. 1889 

Serial No. 296,848. (No model.) 
■ My in vention relates to certain new and use- 
ful improvementsin the machinery forincreas- 
ing or decreasing the speed motion of engines, 
and relates more especially to the control- 
ling of the rotary motion imparted fo the 
drive-wheel of traction-engines, as hereinaf- 
ter more fuUy set forth and described in the 
specification and drawings. 

The general object of my invention consists 
in providing suitable gear mechanism work- 
ing upon a rotary shaft for imparting an in- 
crease or decrease to the rotation of the drive- 
wheel through the intermediate gear mechan- 
ism. 

The combination, with the shaft A, the 
wheel C, having the wrist-pin c, the bearings 
B B', the latter having the depending portion 
B', and the shaft F', standing outward from 
said depending portion at a proper point, of 
the gear-wheel^, D D', the former of which is 
rigid on the shaft A, while the latter can either 
turn loosely thereon or be fixed by the set- 
screw e, the gear-wheel E, fixed on the shaft 
F' and meshing with the wheel D, the gear- 
wheel E', turning loosely on the shaft F and 
meshing with the Wheel D', and the bolt cP, 
to connect the gear-wheels E E' and cause 
them to turn in unison, substantially as speci- 
fied,, 

403,811. JOHN 0. WHITE, Swatara, Pa. 
Anchoring Device for Portable Ma- 
chines. Filed July 28, 1888. Patented 
May 21, 1889. -Serial No. 281,333. (No 
model. ) 

My invention relates to devices for secur- 
ing in a fixed position a portable machine or 
engine for hoisting or other purposes; and it 
"onsists in an anchoring device whereby said 
portable machine is securely anchored or 
fastened, so as to be reliably secured. 

It also consists of devices, as described and 
claimed, -whereby power is transmitted from 
said portable machine to attachments of the 
anchoring device. 

1. The frame A, with anchor C, having the 
diagonal opening c, the rods D,hii;ving racks 
on their upper ends and passing through the 
opening c, the rotary shaft E, having thereon 
the gear-wheels M, engaging said racks, said 
parts 6 being combined substantially as de- 
scribed. 

2. The frame A. with anchor C, having the 
arms J, secured at their upper ends to said 
anchor, aud having at their lower ends the 
shaft/, with wheels/ thereon, said parts be- 
ing combined substantially as and for the 
purpose set forth. 

3. A frame and anchor at one end thereof, 
a shaft journaled in said frame and having 
the pulleys G and H thereon, a portable ma- 
chine coupled to said frame at end ooDosite 
said anchor and having a rotary shaft with 
a pulley thereon, said pulley being con- 
nected with said pulley G by band G', said 
parts being combined substantially as and 
for the purpose set forth. 

404,157. EDGAR M. BIRDSALL, Buf- 
falo, N. Y., assignor to Mary Birdsall, same 
place. Traction-Engine. Filed Dec. 29 
1888. Patented May 28, 1888. Serial No' 
294,928. (Nontodel.) 
_ This invention relates iiiore particularly to 
that class of traction-engines in which the 
steering apparatus is operated from the rear 
end of the machine. 

The object of my invention is to provide a 
simple, compact, and durable steering appara- 
tus which can be easily operated. 

1. In a traction - engine, the combination, 
with the boiler support or saddle and the 
front axle, of. a steering-post pivoted to the 
front axle and connected with the saddle, a 
spring or cushion interposed between the sad- 
dle and steering-post, a gear -segment sup- 
ported from inc saddle and connected with 
tho steeriug-post, and a worm-wheel engaging 
mUIi the gear-segment, whereby the segment 
av.'l steering-pnst are turned upon rotating Oie 
worm-wheel, substantially jis set fortJi. 

2. In a traction-engine, the combination, 
with the boiler support or saddle and the 
front axle, of a steering-post pivoted to the 
front axle, a spring seated in a socket formed - 



634 



TRACTION ENGINES 



ill the .steering-post and supporting the saddle, 
a nio\able gear-segment supported froin the 
saddle and connected witli the steering- post 
so as to turn therewith and move vertically in- 
dependent of the steering-post, and a wovnv 
whcol engagingwith thegear-segment.,wliero- 
by the segment and steering-post are tnrncd 
upon rotating the wonn-wboel, substantially 
as set forth. 

3. In a traction- engine, the combination, 
witli the boiler-saddle, the front axle, and the 
steering-post, of a movable gear-segment sup- 
ported from the saddle arid adjustably con- 
nected with the steering-post, a worm-wheel 
engaging with the gear-segment, and an ad- 
justable hanger upon which the wonn-wheel 
is mounted, whereby said worm can be en- 
gaged with or disengaged from the gear-seg- 
ment, substantially as set forth. 
. 4. In a traetion -engine, the combination, 
with the boiler-saddle, the front axlo, and the 
steering-post, of a gear segment supported 
from thesaddleandadju«t^bly connected ^^ith 
the steering-post, a worm engaging with said 
geai'-segn;ent, and a sectional simft attached 
to said worm and extending to the rear end of 
the machine, substantially as set forth. 

6. In a traetion- engine, the combination, 
with the boiler-saddle A, provided with a seg- 
mental rim,C, and a bracket, G, of the steer- 
ing-post D, provided with a head, E, having a 
segmental slot, e^,in which the segmental rim 
of tlie saddle engages, and radial arms h, 
formed on sai5 head, and a movable gear-seg- 
ment, F, supported from the bracket G and 
provided with vertical ways or jaws ?i',which 
engage with the arms It. of the steering-post, 
substantially as set forth. 

6'. In a traction - engine, tlie combination, 
with the bracket G, provided with grooves g\ 
and the gear-segmontTF, provided with flanges 
g'y engaging in the grooves g'^ of the bracket, 
of an adjustable arm or hanger, L, pivoted to 
said bracket^ a worm, II, mounted on an arbor 
arranged on said hanger, and a steei-ing-shaff 
connected with said worm by a swiveling-con 
nection, a*ibstantially as set forth. 

7. In a traction-engine, the combination, 
with the bracket G, and the gear-segment F, 
supported by said bracket, of the worm H, 
meshing with said segment, and the adjust- 
able hanger L, secured to the bracket G and 
carrying said worm, substantially as set forth. 

8. In a traction - dhgine, the combination, 
with the saddle A, provided with a segmental 
rim, C, an i\ n bracket, G, of a steering-post, D, 
a hoiui, E, formed on said steering-post and 
provided with a segmental slot in which t)ie 
rira C of the saddle engages, and a gear-seg 
ment supported on said bi'acketand movablj 
connected with the head of the steering-post 
substantially as set forth. 

9. In a traction-engine, the combination, 
with the front axle, and the, boiler-saddle A, 
provided with a segmental rini, C, and a brack- 
et, G, of a steering-post, D, pivoted to the axle 
by H bolt, <?', a head, E, formed on the steer- 
ing-post and provided- with a seguHsntal slot 
in which the rim C of the saddle engages, a 
depending arm,/, formed on the head of the 
steering-post and secured at i\^ lower end to 
the pivot-bolt rf',and a gear-segment, F, sup- 
ported from the bracket G and adjustably 
connected with the liead of the steenng-post, 
suhstantially as set forth. 

408,229. THOMAS J. FRAZIER, Ly- 
ons, la. Steam Motor. FiledSept. 27, 
1888. Patented Aug. 6, 1889. Serial No. 
286,616. (No model.) 
' My invention has reference to certain im- 
provements in steam-motoi-s, and lias more 
special reference to mechanism for applying 
tlie powertothe driving-wheels, and to mech- 
anism for readily guiding the machine or 
changing its direction. 

My invention is adapted for use as a draft 
power generally,and can be readily attached 
to any sort of land conveyance. It is more 
especially applicable, however, as a means of 
drawing a series of plows, and is shown In 
the drawings as applied to that purpose. 1'lie 
power is applied to the upper portion of the 
front carrying-wheels, which latter are also 
the driving-wheels. By this means great lever- 
age is obtained upon said driving-wheels, and 
the latter can be rotated with a proportion- 
ately less expense for power. The power is 
communicated from the twin piston-rods to 
the driving-wheels through the medium of 
the pinion rigidly seated on the transverse 
driving-shaft, which pinion intermeshcs with 
a gear, either i utcrnal or external, placed upon 
the rim of the driving-wheels. In this con- 
.struction the ground or tread of the wheeW 
furnishes a fulcrum, the cari-j'tng-axle repre- 
sdits the weight to be moved, and the driving- 
pinion aforesaid is located at wliat might be 
teijnod the "power end "of the IcvciiifToidod 
by the carrying-wheel. The application of 
(he po.wer to the driving-wheels, therefore, at 



or near the top of the latter, has a lever ad- 
vantage upon the weight to be moved. 

One objection to many of the steam-motort 
in use is the difficulty or inconvenience of 
guiding, tnrninp,and handlingthe same. To 
overcome these I have seated the steam-gen 
erator and engine upon the front frame and 
pivoted the latter centrally in the forward 
"end of the reach which underlies said fionl 
frame. It is feasible, therefore, lo turn the 
front frame upon its forward central pivot 
aforesaid at almost a right angle wilh the 
residue or rear portion of the machine, there 
being nothing to impede the turning of eithei 
of the front cai'rying-wheels backward and 
in front of the rear frame until the central 
reach aforesaid is met. This permits the ma- 
ehine to be turned in a comparatively small 
area, and to further expedite the change of 
direction aforesaid, whore an unusually short 
turn is desired, the rear carrying-wheels are 
also centrally pivoted in their common axle 
and adapted to have llieir direction changed 
reversely to that of the front wheels,thereby 
carrying the rcai' part of the frame circularly 
in the direction opposite to that taken by the 
front wheels, the effect being to simultane- 
ously twist the respective ends of the entire 
frame in opposite directions from tlie center 
thereof. 

I 1. The combination of the front frame C, 
pri)\ided with the circular rear plate D and 
plate II, tlie carrying-wheels G, axle G', rear 
frame A, pi-ovided with ways J, carrying- 
wheels E',axlo F, reach D',and pivot E, sub- 
stantially as shown, and for the purpose de- 
seiibcd, 

2. The combination of the front frame V, 
suitably supported upon carrying-wheels G 
and provided with the rear transverse circu- 
lar rack IT, the rear frame A, suitably sup- 
ported upon the carrying-wheels E' and pro- 
vided with the pinion I, means for rotating 
said pinion, reach D', and pivot E, snbstan 
tially as shown, and for the purpose described. 

3. The combination of the front frame C, 
suitably supported dpon carrying-wheels G 
and proviiled with the rear circular rack H. 
and adapted to carry the boiler L, cylinders 
1/ and their adjunctive parts, the rear frame 
A, suitably support-ed upon carrj-ing-wheels 
E', pinion I, adapted to engage and move the 
rack II. means for rotating said pinion, trans- 
verse rack T', pinion \V, and means for lock- 
ing and means for actuating said last-named 
pinion, reaeh D', and pivot E, substantially 
as shown, and for the purpose described. 

4. The combination of frame C, axle G 
wheels G,. provided with internal gear P, 
braces O O, seat^^d on said frame, driving 
shaft N', journaled on said braces and pro 
vided withjelbow-crank N, pinions R, seated 
on shaft N' and adapted to engage gear P al 
or near the top of wheels G, respectively, in 
dined cylindei"s L', and pistons M, pivotally 
attached to said elbow-crank^.substautiall} 
iis shown, and for the purpose described. 

416.439. EDGAR M. BIRDSALL, Buf- 
falo, N. Y., assignor to Mary Birdsall, same 
place. Tractlon-Engine. Filed Apr. 12, 
1889. Patented Nov. 19, 1889. SerialNo 
.^06.982. CNo model.') 
The object of my invention is to improve 
the mechanism whereby the motion of the en 
gine-shaft is transmitted to the driving-shaft 
or rear axle; also, to improve the frame and 
connecting parts whereby the rear portion of 
the boiler is supported upon the rear axle, 
also, to provide a simple and compact differ 
ential gear mechanism whereby the speed of 
thedriving-shaf t or rearaxlecan be readily in- 
creased or diminished, as circumstances may 
require 

1. Tn a traction-engine, the combination, 
with the crank-shaft, the rear axle, and a 
jupporting-frame seonred to the rear axle, of 
a transverse counter-shaft journaled in said 
frame, gear-wheels connecting the rear axle 
with the transverse counter-shaft, a secti<)nal 
shaft I, geared with the-^rank shaft, bevel 
gear-pinions h 7t', secured to the sectional 
shaft I, and bevel gear-wheels H H', mounted 
on the transverse counter-shaft and having 
a longitudinal movement thereon, whereby 
the gear-wheels H H' are adapted to be en- 
gaged alternately with the bevel-pinions h fef 
on the sectional shaft I, substantially as set- 
forth. 

2. In a traction-engine, the combination, 
with the crank-shaft, the rear axle, and the 
counter-shaft G, geared with the rear axle and 
provided with an enlargement g^ of a sec- 
tional shaft I, geared with the crank-sha^t, 
bevel gear-pinions ?( h', secured -to the sec- 
tional shaf 1 1, bevel gear-wheels HH', mounted 
on the enlargement <;' of the counter-shaft G, 
and shifting mechanism, substantially as de- 
scribed, whereby the bevel gear-wheels H H' 
are adjusted leugxnwise on liic shaft G and 
engaged altema^Iy with the bevel-pinions 



h h', substantially as set forth. 

3. The combination, with the driving-shaft 
B and transverse shaft G, provided with an 
enlargement fA of a connecting-shaft T. eeared 
witii the driving-shaft, gear-pinions ft ti\ 
mounted on the connecting-shaft, a bevel 
gear-wheel II, mounted on the enlargement 9^ 
of the shaft G, a gear-wheel H', mounted on 
the hub portion of the gear-wheel H, gear- 
t«oth 'in^t formed on the hub portions of the 
gear-wheels 11 H', and pinions m m, secured 
to the shaft G and meshing with the "ear- 
teeth 771^ whereby the gear-wheels H H' are 
moved in opposite directions toward and from 
the pinions U li' on the connecting-shaft, 
substantially as set forth. 

4. The combination, with the shaft G, pro- 
vided with an enlargement g'^, of an outer 
bevel gear-wheel H, mounted on the enlarge- 
ment g^ of the shaft G and provided with a 
semicircular portion ?, forming a continua- 
tion of its hub, an inner bevel gear-wheel H', 
seated within the rim of the wheel H, and 
having its hub mounted on the semicircular 
portion, I of the outer wheel and provided 
with an arm extending through the hub of 
the outer wheel, gear-teeth formed on the 
hub portions of the two wheels, pinions jour- 
naled on arbors secured to the shaft G and 
meshing with the gear- teeth of the two 
wheels, a hand-wheel P, mounted on the hab 
of the outei' wlieel H and provided with a 
spiral groove in which engages a pin or pro- 
jection secured to the inner wheel, whereby 
both wheels are moved in opposite directions 
lengthwise upon the shaft G upon turning 
the hand-wheel P, substantially as set forth. 

5. In a traction-engine, the combiiiation, 
with the boiler and the rear axle, of a frame 
D, supported "upon the 1 ear axle and sujjport- 
ing the rear end of the boiler, forwardly-pro- 
jecting wings e', secured to the frame O and- 
provided with vertical grooves e^, bulfer- 
plates E', secured to opposite sides of the 
boiler and provided with vertical ribs e^, en-- 
gaging in the grooveei c^, Dracketa/', aecured 
to the boiler above the plates E', and lugs /, 
formed on the frame l.> and connected with 
the brackets by longitudinal bolts p^ sub- 
stantiallv as set forth. 

415,496. ELLERY E. CALLAHAN, 

Wellsborough, Pa. Traction - Engine. 
Filed Aug. 3, 1889. Patented Nov. 1«, 
1889. Serial No. 319,606. (No model. V 

This invention relates to improvements in 
devices for adjosiing or raising and lowering 
one- end of the boiler of a traction or portable 
engine, the object of the invention boing to 
providesimple,conveniently-oporated,andef-' 
fective means by which one end of the boiler 
of a poi-table or traction engine can be raised 
or lowered, as occasion may require, so as to 
adjust the same with relation to the plane On 
vvhich the engine is standing or traveling, in 
order to keep the flues of the boiler always 
'covered with water, and thus prevent them 
from being injured or destroyed by the heat 
of the furnace. 

A further object of the invention is to pro- 
vide a device for adjusting the boiler of a 
traction or portable engine to which the 
wheels of any traction, road, or portable en- 
gine can be attached, and at the same time 
to utilize the ordinary axles of Any of the 
above-mentioned engines. 

1. In an adjusting device for traction or 
portableengines,thesprocket-wheel3 provided 
with eccentrically-located spindles, an end- 
less chain or its eciuivalent adapted to convey 
motion to said sprocket-wheels, a chaui pro- 
vided at either end with a sprocket wheel or 
pulley, and a shaft provided with a sprocket- 
wheel adapted to convey motion to the last^ 
mentioned chain, substantially as and for tht: 
purposes set forth. 

2. The endless chain O, a chain provided 
at either end with sprocket wheels or pnlleys, 
and'the sprocket-wheels E and L, substan- 
tially as and for the purposes sot forth. 

. 3. In an adjusting device for traction or 
portable engines, an endless nhain and 
sprocket-wheels deriving motion from said 
chain, in combination with a. chain provided 
with sprocket-wheels, substantially as and for 
the pui-pose set forth. 

4. Tn afl adjusting device for tracticm oi- 
portable engines, the combination of a shaft 
journaled in brackets, andaratchet located on 
said shaft with the sprocket-wheels E, N,nnd, 
L and their propelling-chains, substantially 
as shown and described. 

0. In an adjusting device lor u-acuon or 
l)ortable engines, the ratchet-wheel J and its 
handle having slotted arms and. a cross-niece 
adapted to engage the teeth of said ratchet- 
wheel, substantially as and for the purpose 
set forth. 

0. In an adjusting device for traction or 
(jortjible engines, the combination of the shaft 
i'(. a sprocket-wheel, and a ratchet locate<l on 



TRACTION ENGINES 



635 



said sbaft with the sprocket-wheels E N and 
tlieir propelling-ehains, as set forth. 

7. In a traction or portable engine, the front 
axle C and the sprocket-wheels E, located on 
thespindlesof said axle and provided with ec- 
centric spindles, in combination with the front 
wheels G, located on the said eccentric spin- 
dles, substantially as and for the purpose set 
forth. 

417,419. ALBERT J. HART, Cromwell, 
Ind. Traction-Engine. Filed Aug. 26, 
1889. Patented Dec. 17. 1889. Serial No. 
321,964. (No model.) 

The invention relates to traction-engines; 
and its object is to provide a suitable mech- 
anism for balancing the machine, at the same 
time gearing the four independent wheels 
with eaoh other. 

1. The combination, wim the vertical longi- 
tudinally-extending frame J', having a trun- 
nion J* at its front end, a hub J^, and in- 
wardly-extending brackets J' at its rear end, 
and the bearings B' B' in which said hub 
And trunnion rock, of the axle-tree I, passed 
transversely through the frame and connect- 
ed at its upper and lower sides therewith by 
vertical pivots J' J', the axles HH',mounted 
in bearings between the upper and lower 
sides of the axle-tree at the front thereof and 
connected by the compensating gear K, the 
transverse shaft L', mounted in said brackets 
and provided with a pinion L, meshing into 
gear K and a bevel-gear L'', and the^riving- 
shaft N, extending through the hub J, and 
provided with a bevel-gear L^, meshipg into 
bevel-gear V, substantially as set forth. 

2. In a traction-engine, the combination, 
with » drive-shaft, of two shafts ojjerated 
from the said drive-shaft and placed in lipe 
with each other, two independent frontaxlos 
operated from one of the said two shafts, and 
two independent rear axles operated 'by the 
other of the said two shafts, substantiallv as 
shown and described. . 

3. In a traction-engine, the combination, 
with a drive-shaft, of two sbftfts operated 
from the said drive-shaft and placed in line 
with each other, two independent fn^nt axles 
operated from one of the said two shafts, two 
independent rear axles operatejl by tile other 
'of the said two shafts, and an axle-tree on 
which-the said front a.\les are mounted to 
turn, substantially as shown and described. 

4. In a tiaction-engine, the combination, 
with a drive-shaft, of two shafts operated 
from the said drive-shaft and placed in line 
with each other, two independent frontaxles 
operated from one of the said two shafts, 
two independent rear axles operated by the 
other of the said two shafts, an axle-tree on 
which the said front axles are mounted, and 
a universal joint forconnectingthe said axle- 
tree with the front end of the boiler, sub- 
stantially as shown and described. 

i. In a traction-engine, the combination, 
with a drive-shaft, of two shafts operated 
from the said drive-shaft and placed in line 
with each, other, two independent frontaxles 
operated from one of the said two shafts, two 
independent rear axles operated by the other 
of tiu said two shafts, an axle-tree on which 
the said front axles are mounted, a universal 
joint for connecting .the said axle-tree with 
the f ropt end of the boiler, and a steering ap- 
paratus connected with the said axle-tree, 
substantially as shown and desciibed. 

419,284. JACOB RICE, San Leandro, 
Cal. Traction-Engine. Filed Sept. 10, 
1889. Patented Jan. 14, 1890. Serial No. 
323,581. CNn model. 1 

1. In a traction-engine having a metal 
frame, with the main bearing and driving 
wheel axlesfixednear to its rearend,asteering 
device comprising- a central carrying-wheel 
supported in a horizontallj'-rotating ring 
mo\ing in a fixed outer ring, in combination 
with the main sidebars of the frame, so bent 
or cnrved that their rear part shall be nearly 
in the same plane as the carrying-wheel axles 
a»d theirf rent ends shall lie in a plane as low 
as'the fixed outer ring and .support it, sub? 
stantially as and for the purpose explained. 

2: In a traction-entrine, the frame made of 
metal find having the main driving and bear- 
ing *heel axles fixed near its rear end and a 
steering-wheel' supporting the front end, said 
frame being bent or curved so that the front 
portion lies in a lower horizontal plane than 
the rear portion, in combination with the 
horizontal draft-bars K, extending rearwardly 
from the front portion of the frame, and braces 
extending between these bars and the rear 
portion of the framei which lies above then), 
substantially as described. 

3. In a traction-engine, the metal frame, 
tiie vertical boiler suspended between the 
sides of said frame, a ring of larger dlapqeter 
than said bi'iler surrounding it smi hftvlox 



the supports and brace-rodB connecting it 
with the frame, and springs fixed to said 
ring and having the boiler snpported upon 
said springs, so that it may have a vertical 
movement within the supporting-ring and 
independent of the frame, substantially as 
described. 

4. The boiler supported upon the springs 
within the rigidly-fixed ring and frame, as 
shown, in combination with the vertical 
guides m in, substantially as described. 

5. In a traction-engine, a frame, a ring with 
springs attached to it fixed to a support upon 
said frame, a boiler of smaller diameter within 
said ring, springs fixed to said ring, and con- 
necting rods or links extending from the 
springs to the boiler, whereby the latter is 
supported upon the Springs and allowed a 
movement independent of the frame or gear- 
ing, substantially as described. 

0. In a traction-engine, the rigid frame, the 
rear bearing-wheels havingthe axles or sh/ifts 
fixed to said frame, and the engine and in- 
termediate gearing . supported rigidly ulton 
the .same frame, in combination with a boiler 
Suspended from springs which are mounted 
upon said frame and so as to have a move- 
ment independent of that of the engine arid 
frame, substantially as described. 

7. In a traction-engine, the frame having 
the bearing-wheels, the engine, and the in- 
termediate gearing fijted rigidly thereto, a 
boiler suspended by means of a supporting 
ring and springs and guided within the ring, 
as shown, so as to moveindependenily nf the 
other parts, of the engine, and the flexible or 
telescopic steam and exhaust pipes, whereby 
connection is made between the boiler and 
the engine, substantially as described. 

8. In a traction-engine, the frame havin^ 
the engine and gear wheels mounted rigidly 
thereon, and the bearing or driving whee4 

'haying independent axles upon which they 
turn, said axles having the oppositely-projecf> 
ing forks or ends bolted to the frame and to 
the ring within which the boiler is supported, 
substantially as described. 

9. In a traction-engine, the front or steer- 
.ng wheel within a horizontally-rotating ring, 
having springs attached to the inside of said 
horizontal ring and extending from front to 
rear parallel with the sides of the wheel, and 
journal-boxes within which the shaft of said 
wheel turns, said boxes being supported upon 
the springs, substantially as described. 

10. In a traction-engine, a steering-wheel 
joomaled within a horizontally-rotating ring 
and havii|g its journal-boxes mounted upon 
springs which are secured to the inner sur- 
face of said ring, in combination with a verti- 
cal yoke the ends of which are connected 
with the wheel-shaft, a shaft or spindle ex- 
tending upwardly from the upper part of 
the yoke, and a gnide through which said 
spindle moves; substantially as described. 

11. In a traction-engine, the main frame, the 
engine, gearing, and bearing-wheels arranged 
with relation to each other as described, in 
combination with thechannel-ij-on rings fixed 
mfbin the periphery of the main wheel-rims, 
the rollers joUmaled within said segments 
and forming gear-teeth, and thepinions upon 
shafts joui-naledrigidlyupon the main frame, 
«o that the pinion-teeth engage the roller or 
movable teeth of the wheel-i, substantially as 
-lesoribed. 

12. Thewater.tank havingitsrear end sus- 
pended from the boiler and the froijt end 
from the front of the main frame, substan- 
tially as described. 

421,884. DANIEL BEST, San Leandro, 
Cal. Steering-Wheel Carriage. Filed 
Nov. 15. 1889. Patented Feb. 18, 1890. 
Serial No. 330,457. (No model.) 
JUy invention relates to tne ciasa of steer- 
ing apparatus specially .applicable for-road- 
locomotives, traction-engiues, and similar 
heavy vehicles. 

My invention consists in the novel con- 
struction and arnangement of the steering- 
wheel carriage hereinafter fnlly described, 
and speciflbally pointed oatin the claims. 
■ The object of my invention is to provides 
simple and efl^ective steering-wheel carriage, 
which can be operated easily and with the 
least amount Of friction, at the same time 
being steady in its action and durable. 

1. In a steering-wheel carnage, tne comoi- 
nation of the fixed clrciilar track, the swing- 
ing frame under it, the axle carried by the 
fr.ame, the steering-wheel on the axle, the in- 
dependent sleevesi II oh the axle ends, and 

the anti-friction rollers I, mounted on the 
sleeves and bearing under the fixed circular 
traek, substantially as herein described. 

2. In a steering-wheel carnage, the combi- 
nation of the fixed circular track, the swing- 
ing frame, the axle carried by the frame, the 
-Steering-wheel on the axle, the anti-friiJtion 



rollers F on each vnd of the swinging frame 
boarirg under the circular track, the sleeves 
11 on each end of the axle, and the anti-fric- 
tion rollers I, mounted on the sleeves and 
bearing under the circular track, substan- 
tially as herein described. 

3. In a steering-wheel carriage, the combi- 
nation of the fixed circular track, the under- 
lying swinging frame, the axle carried there-, 
by, the steering-wheel on the axle, the out- 
wardly-projecting braces G from each side of 
the swinging frame, the independent sleeves 
H, secured to the outer end of the braces and 
mounted upon the ends of the axle, and the 
anti-friction rollers I, carried by said sleeves 
and bearing under the circular track **ub- 
stantlally as herein described. 

4. In a steering-wheel caVriage, the combi- 
nation of the fixed circular track, the under- 
lying swinging axle, the independent sleeves 
mounted on the axle ends and having verti- 
cal inner flanges li, the horizontal rollers J on 
the top of said flanges, bearing agai nst the i;i- 
ner surface of the fixed track, and the anti- 
friction Tollers I, mounted on the sleeves and 
bearing under the fixed track, substantially 
as herein described. 

5. In a steering-wheel carriage, the combi- 
nation of the fixed circular track having the 
outer fiange 5, the swinging axle under said 
track, the independent sleeves mounted on 
the axle ends, said sleeves having vertical 
outer flanges with inturned upper ends h\ 
bearing over the flange of the fixed track, and 
the anti-friction rollers I on the sleeves, bear- 
ing under the fixed track, substantially ks 
herein described. 

G. In a steering-wheel carriage, the combi- 
nation of the fixed circular track having the 
outer flange l>, the swinging axle, the inde- 
pendent slee'ves mounted on the axle ends 
and having inner and outer vertical flanges, 
the latter of which has an inturned end bear- 
ing over the outer flange of the fixed track, 

the rollers J on the upper ends of the inner 
flanges, and the rollers I, mounted on said 
sleeves and bearing* under the fixed track, 
substantially as herein described. 

7. In a steering-wheel carriage, the combi- 
nation of the fixed circular track B, having 
an outer flange h, the swinging frame C, the 
axle D, earned by the frame, the wheel E on 
the axle, the braces G, extending outwardly 
from the swinging frame, tlie independent 
sleeves H, secured to the braees and mounted 
on the axle ehds, said sleeves having the ver- 
tical flanges 7i and Ti', the latter of which has 
an inturned end 'bearing over the .flange of 
the fixed track, the rollers J on the tops of 
the flanges h and bearing against the inner 
surface of the fixed trank, and the anti-fric- 
tion rollers I on the sleeves, bearing under the 
fixed tracfc, substantially as herein described, 

8.. In a steering wheel carriage, the combi- 
nation of the fixed circular track B, the 
swinging frame C, the axle -D, carried by the 
frame, the steering-wheel oh the axle, and the ■ 
relief-rollers K, mounted oi) the rear ends of 
the swinging fratoe and bearing against the 
inner surface of the fixed track, substantially 
as herein described. 

9. A steering-wheel carriage comprising the 
following ^arts, in combination, to wit: the 
fixed cirotilar track B, having an outer flange 
h, the swinging frame C, the axle D, mounted 
in the frame, the steering-wheel on the axle, 
the outwardly-extending braces G, carried by 
the swinging frame, the anti-friction rollers 
F on the ends of the swinging frame an4 
bearing under the fixed track, the independ- 
ent sleeves H, secnred tO; the braces G and 
mounted on- the axle ends, the holding-flange 
?>' of said sleeves, bearing over the tracks 
flangOj and inner bearing-rollers J of said 
sleeves, acting against the inner snrface of 
the track, and the antifriction rollers I, 
mounted on the sleeves and bearing under 
the' fixed track, all arranged and adapted to 
operate substantially as hevoiri described. 

421,902. JOHN N. BRITZ, Aurora, 111. 
Driving - Gear for Traction - Engines. 
Filed Oct. 23, 1889. Patented Feb. 25, 
1890. Serial No. 327,952. (No model.) 
This invention relates to driving-gear for 
traction-engines; and it consists in an im- 
proved mechanism foj* convoying motion to 
the front wheels of a traction-engine, the con- 
struction and operation of which will be here- 
inafter fully described, arid twCrticnlarlv 
pointed out in the olairiis.. 

1. In a traotion-eugine, the oombinalionoT 
a frame arranged under the f .-out end of the 
bailer, the vertical links connecting the up- 
per and lower sides of said frame, journal- 
boxes snpported upon stirrups in the said 
links, journal-boxes at the outer ends of the 
frame, a pair of transverse shafts journaled 
in said boxes in aline with each other, sup- 
porting-wheels at the outer ends of said 



636 



TRACTION ENGINES. 



'shatta, compensating gear connecting the in- 
ner ends of said shafts, and incchauisin for 
transmitting motion to the same fi'om the 
driving mechanism of tlie engine, substan- 
tially as Set. forth. 

2. In a traction-engine, the combination of 
a frame arranged under the front end of the 
boiler, the vertical links connecting the up- 
per and lower sides of said frame, a bracket 
extending laterally from one of said I'inks, a 
shaft jourualed vertically in said bracket 
and in the top of the frame,awheel mounted 
loosely upon said shaft and having a miter- 
gear and a bevel-gear upon its upper and 
lower sides, respectively, a longitudinal shaft 
having its front end jonrnaled in the short 
vertical shaft and having the pinion meshing 
with the miteT-gear of the wheel journaled 
upon the latter, a pair of transVerae shafts 
journaled :n the main frame in a line with 
pach other and having their inner etids oon- 
pected by means of the compensating gear 
ineshing with the bevel-gear upon the wheel 
jonrnaled on the short vertical shaft, sup- 
porting-wheels at the onfer ends of said trans- 
verse shafts, and mechanism for transmitting 
motion to the longitudinal driving-shaft from 
the driving mechanism of the engine, sub- 
ptautially as set forth. 

3. In a traction-engine, the combination of' 
the frame arranged under the front end of 
the boiler, the transverse shafts journaled in 
said frame in a line with each other, and hav- 
ing supporting-wheels at their outer ends, 
compensating gear connecting the inner endf 
of said shafts, a traveler arranged to beai 
against the main wheel of said compensating 
gear to steady the motion of the latter, and 
mechanism for transmitting motion to thf 
compensating gear and transverse shafts 
from the driving mechanism of the engine, 
substantially as set forth. 

4. In ti tvaction-eagine, the combination of 
a frame arranged under the front end o| the 
boiler, the transverse shafts journaled in said 
frame iu a lino with each other, a compen- 
sating gear mounted upon the adja<^eut innei 
tmds of said shafts and consisting ofa bevel- 
wheel hitVing pinions journaled, iu suitat>'p 
ben rings between its hnb' and spokes, set- 
screws extending through the bearings of 
said pinions and adapted to press against 
the shaf la of the latter, pinions mounted se- 
eiiroly upon the transverse shafts near their 
ifiner ends and uiesbing with the pinions of 
the compensating gear, supporting-wheels at 
the outer ends of the transverse shafts, and 
mechanism for transmitting motion to thf 
driving mechanism of the engine, substan 
tially as and for the purpose sot forth.. 

5. In a traction-engine, the combination ol 
a frame arranged under the front end of th* 
Iboiler, the transvereo shafts journaled in 
said frame in a line with' each other, and 
having the supporting-wheels at their outer 
ends, tiie compensating gear connecting the 
inner ends of said shafts, a vertical shaft 
journ.aled in the main frame and having a 
wheel mounted loosely thereon and ineshin,'; 
with the main bevel- wheel of the compensat- 
ing gear, a longitudinal shaft having its front 
end journaled in i lie said vertical shaft and 
provided with a fixed pinion meshing with 
tho wheel mou?it6d upon the vertical shaft 
and engaging tho compensating .t^ear, a traris- 
Veraoly adjustable box supporting the rear 
and of said longitudinal shaft, a counter- 
shaft liaving a pinion adapted to me^h with 
a pinion upon the rear end of the longitud- 
inal shaft, and mechanism for transmitting 
ipotioii to said counter-shaft from the diiv- 
ing mechanism ot the engine, substantiiilly 
as set forth. 

C. The combination of the transverse shai ( s 
Iiaving the supporting-wheels at their outer 
ends, the compensating gear eonnecting Iho 
Inner ends of said shafts, a countershaft re- 
ceiving motion from the driving mechau sm 
of the engine, and a longitudinal drivine; 
shaft having ite front end journaled in a ver- 
tical vibrating shaftand its rear end mounted 
in a transversely-sliding box, a pinion upon 
the said rear end of the longitudinal shaft 
adapted to mesli with a pinion upon the 
counter-shaft, and a pinion at the front en\l 
of said connter-shaft adapted lo transmit 
motion to the compensating gear through tho 
medium of a wheel journaled- npon the ver- 
tical shaft, in which tho front end of said 
longitudinal shaft is mounted, substantially 
as and for the purpose set forth. 

7. In a traction-engine, the combination of 
tho frame having the driving-gear comprising 
the transverse shafts, having supporting- 
wheois at their outer- ends and compensating 
gear connecting the inner endrt, mechanism 
foi- ti-ansmitting motion to the compensating 
gear from the driving mechanism of the en- 
gine, a cylindrical casing mounted at the 
front end of the boiler, a block arranged to 
-slide vertieailv in said cvlindrical casing and 



having a socket in its lower end, a bait 
mounted upon the upper end of the frame 
containiug.the driving-gear and seated in the 
said socketj and a spring mounted in the lat- 
ter above the vertically-sliding block, substan- 
tially as and for the purpose set forth. 

8. In a traction-engine, the combination of 
the frame having the drtving-gear comprising 
the transverse shafts, having supporting- 
wheels at their outer ends and compensating' 
gear oonneeting their inner ends, mechanism 
for transmitting motion to the compensating 
gear from the driving meohaaism of the en- 
gine, a cylindrical casing mounted under the 
front end of the boiler, a block arranged to 
slide vertically in said cyllndrioal casing and 
having a socket in its Iqwer end, u, ball 
mounted upoh the upper end of tho frame 
containing the driving-gear and seated iuthe 
said socket, a spring mounted In the latter 
above the vertically-sliding block, and a set- 
screw extending through the side of the cylin- 
drical casing and adapted to bear against the 
vertically-sliding block, which may thus be 
retained securely in position, substantially as 
set forth. 

433,720. RUSH S. BATTLES, Girard, 
Pa. Tramway-Locomotive. Filed Oct. 

28, 1889. Patented Mar. 18, 1890. Serial 

No. 328,437. (No model.) 

In a tramway-locomotive, the combination, 
with the middle section, of the shaft C, hav- 
ing sockets at its ends, and. the end sections 
of the shaft C having balls c' fitting in tho 
said sockets of the univei-sal-joint sections c, 
connected with the shafts C by a spline and 
groove, and the joint-sections c', connected 
with the shaft C by a key. 

425,600. GEORGE H. EDWARDS, 

Chicago, 111. Tractor. Filed July 6, 
1889. Patented Apr. 15, 1890. Serial No. 
316.721. CNo model.-) 

My invention relates to a construction of 
tractor or traction-engine involving the fea- 
ture of an endless belt or track which passes 
about the supporting-wheels, and which is so 
operated therefrom that, conjointly with the 
advancement of the wheels, a broad track 
will be laid for them to roll upon. 

The principal object of my invention is to 
render a tractor of such viature thoroughly 
practical and highly eflieieut as a machine 
for service upon all occasions involving tho 
desirability of means for interposing between 
the wheels and the ground such extended 
area of bearing-surface as shall avoid the 
miring or sinking of the wheels into the earth, 
a service which I particularly have in view 
being that of plowing and otherwise cultivat- 
ing the soil. 

In traveling over a field for the purpose of 
plowing or cultivating the same the condition 
of the soil will practically necessitate not 
only the use of an endless track for the wheels 
to roU upon, but also th e oiuployment of means 
for so trussing or braci ng such portions of the 
endless track as may he between the front 
and rear wheels as to cause the weight to be 
distributed throughout said portion of the 
track, which will thereupon provide a largo 
area of .surface arranged to bear npon the 
ground and sustain the weight throughout its 
entire area. Inplowingorcultivatingafield, 
however, it will almost invariably be found 
to present many obstructions other than soft- 
ness of soil to the advancement of the ma- 
chine, euch obstructions being the furrows, 
ridges, and other irregularities of surface com- 
monly incident to fields, and heuce without 
some co-operating means for permitting tho 
machine to be driven over such obstructioiiS 
uy a reasonable application of power the ma- 
chine will be practically useless. In order to 
overcome such obstructions, the-avoidance of 
.slip on the part of the wheels is as necessary 
as the employment of a truss for bracing the 
track, and in this connection the provision of 
means for accommodating the trussed track 
to the oustruction over which it is to pass, so 
as to avoid loss of power and relieve the steer- 
ing-wheels from unnecessary weight, while 
the traction device is surmounting or climb- 
ing over the obstruction, is just as much a 
necessity as the employment of means, as 
aforesaid, for trussing the track and prevent 
ing slip on the part of the wheels. To the at' 
tainment; therefore, of apractically-succcssful 
tractor Involving the foregoing essential capa- 
bilities, I provide a tractor or traction-engine 
comprising an endless trussed belt or track, 
which is gear-connected with and driven from 
one or more of the main supporting-wheels, 
and a jointed frame adapted to provide both a 
rocking truck, which travels upon the end- 
less trussed track, and a frame portion, which 
is hinged to and in part supported from the 
rocking truck, by which arrangement the 
lower leaf of the track, which will at all times 
be straight and rigid as aaainst upward press- 



ure, may by the rocking action of the truck 
adapt itself to the inclination of the ridge or 
f«rrow over which it is to climb, and in thus 
climbing over a ridge in the field the track 
will adapt itself to the inequalities of surface, 
and the steering-wheels of the frame, to which 
the track is hinged, will bo relieved of extra 
weight, while at the same time the full power 
of the traction device will be utiUzed as a pro- 
pelling agent The engine is carried by the 
rocking tmck, while the plows or other de- 
vices that are to be drawn are attached t« the 
frame portion, which is connected witTi the 
rocking truck by a rocking j^oini^ and which 
may hereinafter be termed the "main frame" 
in contradistinction to the rocking - truck 
frame. The main frame is provided with one 
or more steering-wheels, and itmay also carry 
the boiler-furnace and boiler. The water-tank 
could of course be arranged upon the main 
frame, which carries the boiler-fnrnaee and 
boiler; but as a further feature of improve- 
ment the water-tank is arranged within the 
space that is bounded by the endless track, 
the object of this disposition of the water- 
tank being to permit the trussed track to sus- 
tain its weight and to dispose of it in an ex- 
ceedingly convenientway. The endless track 
can be trussed by various constructions of 
truss, and the gear-connection between one or 
more of the roeking-truek wheelsand the end- 
less track can be eifected in any suitable way 
Powerfrom the engine canbo supplied to one 
or more of the engine-truck wheels or one or 
more of the axles through the medium of 
chain or wheel gearing, and as a further fea- 
ture of improvement steam-connection be- 
tween the boiler and engine and water-con- 
nection between the tank and the boiler can 
be made through the rocking joints Of the 
jointed frame. 

1. The combinatiuu, substantially as here- 
inbefore set forth, of a main frame provided 
with one or more steering-wheels, a rocking 
engine-truck jointed to the main frame and 
carrying an engine, and an endless trussed 
track arranged for the engine-truck wheels 
to roll upon and geared to said wheels. 

2. The combination, substa-ntially as here- 
inbefore setforth,of the rocking engine-truck 
carrying au engine and supported upon an 
endless track, a main frame carrying a 
boiler-furnace, andsteam-conuection between 
the boiler and the engine passing through one 
of the joints between the engine- truck and the 
main frame. 

3. The combination, substantially as here- 
inbefore setforth, of the engine-truck, an end- 
less track upon which the engine-truck is 
supported, and a water-tank supported within 
the space that is bounded by the endless 
track. 

■ i. The combination, substantially as here- 
inbefore setforth, of the engine-truck, an end- 
less track upon which the engine-track is 
- supported, a water-tank suppoi-ted within the 
space which is bounded by the endless track, 
a main frame to which the engine-truck is 
pivoted, a boilcv-furnaee and boiler upon the 
main frame, and connection between the 
water-tank and the boiler. 

429,648. BENJAMIN F. SAMMONS, 
Sumner, Mo. Traction-Engine. Filed 
Mar. 5, 1890. Patented June 10, 1890, 
Serial No. 342,735. (No model.) 

1. In a traction-engine, the combination of ' 
the main frame, the permanent axle support- 
ing the rear end of said frame, and having 
the traction-wheels, the steering-frame hav- 
ing the guide-wheels, the king-bolt connect- 
ing the front end of said steering-frame piv- 
otally with the bolster at the front.end of the 
main frame, the longitudinal frame-bars 15, 
the transverse bar 12 at the rear end of the 
steering-framesupportingthe said frame-bars 
15, the brackets 13, extending upwardly from 
the ends of the frame-bar 12, and the cross- 
bar 14, extending across and above the frame- 
beams 15 and connecting the brackets 13, 
substantially as .ind for the purpose set forth". 

2. In a traction-engine, the combination, 
with the main - frame, of the longitudinal 
frame-beams 15, the cross-piece 37, connect- 
ing said longitudinal frame-beams and hav- 
ing a slot 38, and the reach or couplinif-pole 
39, mounted pivotally in said slot and extend- 
ing to the rear end of the frame of the m - 
chine, substantially as and for the purpose 
set forth. 

3. In a traction-engine, the combination of 
the main frame, therear axle having the trac- 
tion-wheels and the sprocket-wheels, the piv 
oted steering-frame having the front orgnid 
ing wheels, the oi'ank - shaft, the sprocket 
wheel upon the endsof the latter, alongitudi 
nally-adjustable cross-bar provided at its 
ends with guide wheels or pulleys, the end- 
less chains, the steering-gear, and operating 
mechanism, all combined and arranged sub- 



TRACTION ENSINES. 



637 



stantially as aud foi- tho purpose heroin set- 
forth. 

430,833. JOHNSON E. CLARK, Mas- 
sillon, Ohio, Traction-Engine. Filed 
Apr. 7. 1890. Patented June 24, 1890. 
Serial No. 346,898. (No model.) 
Tho particular feature to whicli i will nrst 
call Mtcntion id the constiuelion of the front 
axle-frame, tho manner of securing? the axles 
thoreto, and devices for operating tlieni there- 
in to guido or turn tho machine, tho con- 
stniction of the guide-wheels, and tlie devices 
for throwing the inner ends of tho axles for- 
ward and back to tnni the wheois to move In 
tho desired direction. 

X, In a traction-engine, an axle-supporting 
frame consisting, essentially, of a beam and 
girder, a journal-box pivotaily secured to the 
onter ends thereof, and a central support 
or frame -piece having curved raceways or 
grooves in the sides thereof, subst-antiallyas 
described, and for the purpose set forth. 

2. In a traction-engine, the combination of 
an axle-frame composed of the beam B and 
girder B', frame-piece D, having raceways a' 
in the sides thereof, a journal-box C at the 
ends thereof, and an axle-shaft joumaled in 
said box, the inner end of said shaft supported 
and carried in said raceways, substantially 
as described, and for the purpose set forth. 

3. In a traction^ngine, the combination of 
an axlo-snpporting frame constructed as here- 
in described, having at its outer ends a jour- 
nal-box pivotally secured to the end portions 
of eaid frame by vertical trumiions extend- 
ing through the end perforations of said 
frame -utaift and girder, axie- shafts sup- 
ported in said journal-box having guide- 
wheels mounted on the outer ends thereof 
and rollei-s on the inner ends thereof, and 
nieans'for rotating said axles about their piv- 
ot-il connection >\ith tho axle-frame, for the 
purpose set forth. 

4. The comt)in^tion, in a traction-engine, 
of the axie-fvame herein described, a short 
axle-shaft pivotal'y secured to the outer end 
Xwrtion thereof, a gnide-wheel mounted on 
the onter end thereof, said wheel having a 
h>ib L, having an outwardly-projected flango 
portion 6* to Support the inner ends of the 
outside spokes, and an inwardly and ppwardly 
projected flange 6^ to form a hood for the jour- 
nal-box and a support for the inner ends of 
the inside spokes, substantially as set forth. 

5. The combination, in a traction-engine, of 
the axle-frame having axle-shafts pivoted to 
the outer ends thereof, a supporting and guid- 
ing wheel secured to said shaft, tho tread of 
said wheel overhung or carried inwardly to 
a pqint abont central to tho journal-box aud 
pivot of said axle-shaft to said frame, sub- 
stantially as described, and for the purpose 
set forth. 

6. Tho combioation,inatraction-engine,of 
the axle-frame herein described having axle- 
shafta pivotally secured to the outer end por- 
tion thereof, the inner end supported in rollers 
to travel in a raeeway, curved about the piv- 
otal connection of tho shaft to the frame, a 
sway-bar pivotally secured at a point below 
the.boiler of the engine, yokes to embrace said 
shafts, rods to connect said yokes to said s way- 
bn^?, and means for vibrating said sway-bar 
to move the inner ends of the axle-shafts 
abont their pivotal connection with the axle- 
frame, for the purpose set forth. 

7. Tho combination, in a traction-ongine, or 
the axle-frame described pivotally secured to 
the bottom portion of the boiler to swing 
transversely thereto, and the braces Z, con- 
verging rearwardly and pivotally secui-ed in 
tho hanger K, by which said axle-frame is 
secured against horizonf.al vibration, its end 
portions free to rise ahd fall to adapt the 
guide-wheels tojhe undulation of the ground, 
substantially as described, and for the pur- 
pose set forth. 

8. In a ti'action-engiue, the' combination, 
with tho axle-frame, of . a axle-shaft jonmal- 
box pivoted therein to swing horizontally on 
axle-shaft to rotate therein and to swing there- 
with, a gnide-wheel mounted on^ said shaft, a 
shield M, and its supporting-frame N,. sup- 
ported on the pivot or trunnion portion of 
said journal-box to swing with said wheel, 
substantially as described, and for the pur- 
pose set forth. 

9. In a traction-engine, a journal-box hav- 
ing veiti(rav trunnions a] by which said box 
is pivotaUy secured to the endportion of the 
axle-frairto, in combination with a horlzon- 
tJUly-s^^ Inking axle -shaft, substantially as 
described, and for the purpose set forth. 

10. The combination, in a traction-engine, 
of the horizontally-swinging axle-sh.ift E and 
yokes, a"*, of the g-uide-rods (i, gimbal-joint H, 
sway-l^ar J, rod Q, and a pendent lever P, 
having a segment portion d*, a hand-lever R, 
pivoted centrally to said tegment, said levet 
having a spring- actuated bolt d^ to engage 
the notches d^ in said segment, and a spring- 
pctnatcd bolt d* to hold said lever in desired 
adjustment, with the rack d'**. for the purpose 



set forth. 

433,488. GOLDSBURY H. POND, 

Glen Falls, N. Y. Traction-Engine. 
Filed Dec. 19, 1889, Patented Aug. 5, 
1890. Serial No. 3.^4. .^35. (No model.) 

My invention relates to improvements in 
traction-engines, tho wheels of which usually 
rest and move upon the gronnd, and are there- 
by subject to tlie resistance due to theiraink- 
ingin the gi-ouud or to obstacles npon its sur- 
face. 

Tlie object of the invention is to provide in 
that class of vehicles in */hich the wheels run 
upon endless raised tracks supporting frames 
and tracks, which, without undue complexity 
;f parts, shall be sufficiently strong to support 
the ti'action- wheels of a vehicle aud afford 
ample bearing-surface on the ground and per- 
mit ready turning. I attain these objects by 
the mechanispi illustrated in the accompany- 
ing drawings; 

1. In a traction-engine, the frames havine 
upturned ends and posts, said posts and ends 
being secured in relative position by bolts, 
one of each pair of which is the axis of a 
wheel, in combination with the wheels and 
connecting-straps and with endless railsheld 
in parallel position by the ties, substantially 
as set forth. 

2. In a traction-engine, the frames having 
■upturned ends and posts, said ends and posts 
being secured in relative position by bolts, 
one of each pair of which is the axis of a 
wheel, in combination with the wheels and 
connect inir-st raps and bolls connecting the 
posts, and with endless rails held in parallel 
position by the ties, substantially assetforth. 

3. In a'traction-engine,'tbef.amesbentor 
rounded at their lower outef corners to per- 
mit turning, in combination with the wheels 
supported therein, the connecting-strapS; and 
the endless tracks, substantially as set forth. 

434,131. JEROME. B. HARRIS, Stock- 
ton, Cal., assignor of one-half to John Gam- 
betti, same place. Traction-Engine. 
Filed May 19, 1^90. Patented Aug. 12, 
1890. Serial No. 352.401. (No model.) 
I'ho object oC my invention is to so arrange 
the driving mechanism that when called into 
action, anfd while operating, \,he dead-weight 
of the frame and tlie carried pai-ts is trans- 
ferred from tho axis of the carrying or driv- 
ing wheels to a point outside of or beyond 
.said axis and near the wheel's rim, whereby 
said weight is utilized to assist the positive 
power in turning or driving the wheels. 

1. inatraclion-engine, andin combination 
with its driviKg-whcels having gears h by 
which they are I'otated, a main axle carrying 
said wheels, a rotary supplemental axle con- 
necLwi by rigid arms with the maiu axle and 
having a vertical play in the bnxes of the 
traciioa-eugine frame, said suppleuTontal axle 
being driven from the engine, .and haying 
pinions engaging the gears of the driving- 
wheels, snbstantially as herein described. 

3. In a traction-engine, and in combination 
■with its frame and driving wheels having the 
geai"S 5 by whioii thej'^ 8ie rotated, the main 
axle, on the ends of which the driving-wheels 
are carried, the rigid arms c of said axle, the 
boxes d, carried by the forward ends of said 
arms, ihe boxes a of the traction-engine 
frame, in which the arms c and boxes d have 
a vertical plaj^ the snpplemental axle ear- 
vied by boxes cTand driven from the engine, 
and the pinions on said axle engaging the 
gears of the driving-wheels, substantially as 
herein described. 

434,624. CORYDON P. BROWN, 
Winnipeg, Canada. Oornpensating anti 
Steering-Gear for Road- Vehicles. Filed 
Apr. 12, lo'JO. Patented Aug. 19, 1890 
Serial No. 347,6<1.>. (No model.) 
In many form? of self-propelling vehicles 
of heavy construction — such, for instance, as 
in various kinds of agricultural machinery— 
the problem of steering the same and of ar- 
ranging to permit of the necessarily unequal 
actions of the heavy driving-wheels when the 
machine is turning cornei-s becomes a difficult 
one. Various kinds of compensating-gear to 
accomplish the latter result have been em- 
ployed, and tho difhcolties encountered in 
turning the m.achinesoipewhat reduced there- 
by; but even then the plan of steering by 
means of a caster-wheel has required cumber- 
some apparatus, and because of the side draft 
of said caster-wheel when turned at any con- 
feiderablo angle the forward motion of the 
machine is apt to be retarded and the held 
badly torn np. To overcome these difficultici, 
^nd to unite in one gear the compensating 
and steering actions I have designed the con- 
struction herein illnstrared and df'Rnrihed, 

1. In a combined steering and compensat- 
ing driving-gear, the combination of the two 
independently-rotating beveled driven gears. 



the beveled pinions gearing tnerewith and 
mounted pn axes arranged radially in the 
driving-wheel, secondary beveled pinions o£ 
larger diameter than the first mounted on the 
^ame axes with the first-mentioned beveled 
pinions and rigid therewith, the driving- 
wheel, and the non-rotating bevel-gears placed 
on opposite sides of tho secondary pinions 
and capable of being s'id along their axes to 
engage with said secondary iiinions, sub 
stantially as described. 

2. In a combined steering and compensat- 
ing driving-gear, the combination of the two 
independently-rotating beveled driven gears, 
the beveled pinionS" gearing therewith and 
mounted on axes arranged radially in the 
driving-wheel, secondary beveled pinions of 
larger diameter than the fii-st mounted on the 
same axes with the fii-st-mentioned beveled 
pinions and rigid therewith, the driving- 
wheel, and the non-rotating beveled gears 
placed on opposite sides of the secondary pin- 
ions and capable of being slid along their axes 
to engage with secondary pinions, together 
with the springs for normally holding said 
non-rotating gears out of engagement with 
the secondary pinions, substantially as de- 
scribed. 

3. In a combined steering and compensat- 
ing driving-gear, the combination of the two 
independently-rotating beveled driven gears, 
the beveled pinions gearing therewith and 
mounted on axes arranged radially in the driv- 
ing-wheel, secondary beveled pinions of larger 
diameter than, the first mounted on the same 
axes with the firat-raentionedbeveled pinions 
and rigid therewith, the driving-wheel, and 
the non-rotating beveled gears placed on op- 
.posite sides of the secondary pinions and ca- 
pable of being slid along their axes to engage 
with said secondary pinions, together with the 
springs for normally holding said non-rotat- 
ing gears out of engagement with thesecond- 
ary pin ions, levei-s, and connecting apparatns 
for alternately throwing the non - rotating 
gears into mesh with the said pinions, sub- 
stantially as described. 

4r. In a combiued steering and compensat- 
ing driving-gear, the combination of the two 
independently-rotating beveled driven gears, 
the beveled pinions gearing therewith and 
mounted on axes arranged radially in the driv- 
ing-wheel, secondary beveled pinionsof larger 
diameter than the first mounted on the same 
axes with the first-mentioned beveled pinions 
aud rigid therewith, thedriving-wheel, and the 
non-rotating beveled gears placed on opposite 
sides of the secondary pinions aud capable of 
being slid along theiraxes to engage with said 
secondary pinions, together with the springs 
for normally holding said non-rotating gears 
oatof engagement with thesecondary pinions, 
levers which reciprocate tho non -rotating 
^ears into and out of mesh with the'secend- 
iiry pinions, and the connecting-link pivoted 
to tho levers, whereby the pinions may mesh 
with only one gear at the same time, substan- 
tially as described. 

5. In a combined steering and compensat- 
ing driving-gear, the combination of the two 
independently-rotating beveled driven gears, 
the beveled pinions gearing therewith and 
mountedcnaxos,arranged radially in thedriv- 
ing-wheel, secondary beveled pinions of larger 
diameter than the first raonnted on the same 
axes with the first-mentioned beveled pinions 
and rigid therewith, the driving-wheel, and 
the non-rotating bevel-gears placed on oppo- 
site sides of the secondary pinions and capa- 
ble of being slid along their axes to engage 
wi ill said secondary pinions, together with the 
independently-rotating traction-wheels, con- 
necting mechanism extending from each of 
said d riven be vel-geai-s to on e of said traction- 
wheels, the vehicle -frame, and the caster- 
wheel swiveled in said frame, substantially as 
described. 

6. In a combined steering and compensat- 
ing driving-gear, the combination of tho two 
indenendontlv-rotating beveled driven gears, 
the beveled pinions gearing therewith and 
moun ted on axes arranged radially in the d riv- 
ing-wheeljsecondapy beveled pinions of larger 
iJiaraeter than the first mounted on the same 
iixes with the fii-st-mentioned beveled pinions 
ftnd rigid therewith, the driving-wheel, and 
the non-rotating bevel-gears placed on oppo- 
site sides of the secondary pinions and capa- 
ble of being slid along their axes to engage 
with said .secondary pinions, together with 
the vehicle-frame, theindependently-rotating 
tj'action-wheels, the bearings on the frame. 
feathered sleeves supporting the non-rotacing 
jjeftrs sliding in said bearings, the rotating 
sbftft and sleeve carrying the driven gears ro- 
tating in feathered sleeves, and eonnectiog- 
gearing extending from said rotating shaft 
.iqd sleeve to the tract ion-wliieels,substan 
tjallv as described. 

436,267, FRANK SAXON. Worthing- 



638 



TRACTION ENGINES. 



ton, Minn. Boiler-Leveling Device for 

Road -Engines. Filed May 22, 1890. 

Patented Sept. 9, 1890. Serial No. 

352,748. fNo model.') 

My invention relates to improvements in 
devices for leveling traction boilers and en- 
gines. It is well known that in propelling 
traction boilers and engines over uneven 
ground the boiler is continually thrown out 
of level, and as a oonsequenoe part of the 
boiler-flues are exposed to the heat while dry 
and the boiler damaged, and the general op- 
eration of the boiler and engine is seriously 
interfered with. 

The object of my invention is to obviate 
this difflculty by providing means whereby 
a boiler may be easily leveled when resting 
upon very uneven ground or when travelin 
over the same. 

1. A boUer-ievelitig device consisting, es- 
sentially, of an internally- screw -threaded 
drum fixed to the lower front portion of the 
boiler, a sprocket-wheel having a hollow hub 
internally and externtiUy screw-threaded, the 
external screw-thread fitting the thread of the 
-drum, a support'monnted upon the forward 
axle and screw-threaded' so as to fit the inner 
screw-thread of the sprocket-wheel hub, anC 
means for turning the sprocket - wheel, sub- 
stantially as described. 

2. A boiler-leveling device for traction boil 

ers and engines, consisting, essentially, of a 
hollow internally-screw-threaded drum fixed 
to the lower front portion of the boiler, a 
sprocket-wheel having a hollow screw -thread- 
ed hub fitting the screw-thread of the dram, 
the inner portion of the hub being screw- 
threaded, a vertical support mounted upon 
the forward axle and having a screw-thread 
fitting the inner screw-thread of the sprocket 
wheel hub, a friction-disk mounted in a suit 
able support and driven by a belt and fric- 
tion from the engine, and a sprocket-wheel 
fixed to the friction-diak shaft and connected 
by a chain with the sprocket-wheel at the for- 
ward end of the boiler, substantially as de- 
scribed. 

3. In a leveling device for traction boilers 
and engines, the combination, with an iuter- 
naUy-screw-threaded drum fixed to th€ lower 
forward portion of the boiler, a sprocket- 
wheel having a hollow hub externally and in- 
ternally screw-threaded and adapted to fit in 
the drum, and a vertical support resting upon 
the forward axle and screw-threaded to fit 
the inner thread of the spro6ket-wheel hub, 
of a vertical shaft mounted in a suitable 
bracket in the rear of said sprocket-wheel 
andprovided with afriction-diskandsprocket- 
wheel.thesproeket-wheel connecting byasuit- 
able chain with the forward sproetetrwheel, 
a horizontal shaft mounted in the bracket 
above the fiiction-disk and provided with 
friction cone-pulleys, a bell-crank lever piv- 
oted to the boiler in the rear of said shaft and 
having one arm connecting therewith, a level 
pivoted Upton the outer side of the boiler hav- 
ing its lower end connecting with the outei 
end of the bell-cranlc by a suitable rod, and 
a rack and rod for fixing the position of the 
lever and the friction-pulleys connected there- 
Vfllh.3ubsl3nvlall^ :i3 Jiscited. 

4. In a boiler-leveling device, the combina- 
tion, with the intemally-screw-threaded drum 
C, having the perforation d therein, as shown, 
and the sprocket-wheel D, having a screw- 
threaded hub D', adapted to turn in the drum 
C, said hub having notches a and a' therein, 
of the spring-actuated pawl h, having otte end 
projecting through the perforation d of the 
drum to engage the notches of the hub D', 
and the gong /, arranged adjacent to the pawl 
b, so as to l^ struck by the hammer b* on the 
upper end of the same, substantially as de- 
scribed. 

d. A boiler-leveling device for traction boil- 
ers and engines consisting, essentially, of a 
hollow intemally-screw-threaded drum C, a 
sprocket-wheel D, having a hollow hub D', in- 
ternally and externally screw- threaded and 
adapted to fit in the thread of the drum C, 
the vertical supports E, having a screw-thread 
fitting the inner screw-thread of the hub D', 
and having a depending arm E' to engage 
the frame F, as shown, the Beperiding bracket 
I. attached to the boiler in the rear of the 
drum C, the horizontal friction-pulley H, fixed 
to a verticalshaf t mounted in thesaid bracket, 
said shaft being provided with a sprocket- 
wheel connecting by achain with the sprocket- 
wheel D, the horizontal shaft K, adapted to 
slide in its bearings and provi:led with col- 
lars h and with friction cone-pulleys L to en- 
gage the pulley H, the bell-crank lever M, 
pivoted to the boiler-bottom and connecting 
with the shaft K, and the rod N of the lever 
O for actuating the bell-crank, substantially 
as described. 

6. The combination, with the friction-pul- 
-ley H, having projections H' thereon of the 



dogs g, pivoted to thebracketland connected 
ogether, as shown, said dogs being adapted 
to engage the projections of the friction-pul- 
ley, substantially as described. 

436,931. DANIEL BEST, San Leandio, 

Cal. Traction-Engine. Filed Apr. 29. 

1890. Patented Sept. 23, 1890. Serial 

No. 349,947. fNo model.l 

My invention relates to certain improve- 
ments in traction-engines; and it consists in 
details of construction whereby the working 
of the engine is much improved. 

1. In a traction-engine, the main bearing- 
frame, the boiler supported thereon, in com- 
bination with the angle-iron or bracketed 
frame having lugs between which the side 
bars of the frame are bolted and secured and 
npon which the boiler is supported from the 
frame, substantially as herein described. 

2. Inatraction-engine, themain framehav- 
ing its rear end secured between lugs which 
are fixed to the boiler, a crank-axle extending 
beneath the boiler and upward along the 
sides, with spindles upon which the bearing- 
wheels are fitted, brackets fixed npon the sides 
of the boiler, and springs fitted between said 
brackets and the crank-axle, substantially as 
herein described. 

3. The crank-axle extending beneath the 
boiler upwardly along its sides and having 
the spindles for the main bearing and driv- 
ing wheels, the brackets fixed to the sides of 
the boiler, and springs resting upon the axles 
and having the brackets supported npon 
them, in combination with the adjusting and 
brace rods, substantially as herein described. 

4. In a traction-engine, the main frame, en- 
gines mounted thereon, and gearing through 
which power is transmitted to drive the bear- 
ing and traction wheels, in combination with 
the bars V, extending across the rear of th« 
engine or boiler frame, and the braoe-rcds X 
and b, connecting said bars with the up- 
turned ends of the crank-axle and with the 
journal-boxes or engine-frame, substantially 
as herein described. 

fi. In a traction-engine, the mainframe, en- 
gine mounted thereon, and gearing through 
which power is' transmitted to drive the bear- 
ing and traction wheels, the crank-axle hav- 
ing spindles upon which said wheels are jonr- 
naled and extendingacross beneath the boiler, 
lugs extending from the rear of the boiler, 
and plates above and below said lugs, rodsX, 
passing through said plates, having their for^ 
ward ends connected with the crank -axle by 
lugs or boxes and their rear ends provided 
with springs Y, and holding and adjusting 
nuts Z, substantially as herein described- 

6. In a traction-engine, the main frame 
mounted upon the bearing-wheels at the rear 
and the steering-wheel at the front, the en- 
gine and boiler mounted upon said frame, 
gearing by which power is transmitted from 
the engine to drive the traction-wheels, seg- 
mental gear-sections fixed within the bearing- 
wheels, and pinions engaging said sections, 
through which power is transmittedfrom the 
engine to drive the wheels, said pinions being 
mounted loosely upon a swell or convex por- 
tion of the shaft, with a key or feather by 
which power is transmitted from the shaft to 
the pinion, while the latter is allowed to rock 
upon the convexity of the shaft and adjust 
itself to varying positions of the teeth of the 
segments, substantially as herein described. 

7. A traction-engine having the main frame, 
engines,machinery,andboilersupportedupon 
springs from the driving-wheel axle, pinions 
engaging gears through which motion is com- 
municated to the driving-wheels, and rods or 
links connecting the pinion-shaft with the 
driving-wheel axle, suhstantially as herein 
described. 

440,036. ANSON HIRST, Sharpsville, 
Pa. Apparatus for Steering Wheeled 
Vehicles. Filed Oct. 4, 1888. Patented 
Nov. 4, 1890. Serial No. 287,193. (Nc 
model.) 

My invention relates to appliances for guid- 
ing and steering wheeled vehicles other than 
those described distinctively as railway or 
tramway vehicles. 

A four-wheeled vehicle,'road- wagon, or car- 
riage drawn by animal-power has, ordinarily, 
two axles of equal length, each carried by two 
wheels — oneat either end thereof — the"hind" 
axle being fixed across the frame of the ve- 
hicle and the forward axle pivoted midway 
of its length. The vehicle is guided or steered 
in its travel by means of a pair of shafts ore 
" pole " suitably attached to the forward axle, 
whereby said axle is held square across the 
body of the vehicle, or on occasion is hori- 
zontally swiveled, with the effect of directing 
the forward wheels therewith associated to 
the right or left, as need be. There are car- 



riages — as, for instance, some" hook-and-Ind- 
der " trucks — in which the forward axle is piv- 
oted and operated as in the above-mentioned 
vehicles, and the hind axle is likewise piv- 
oted, and is governed and swiveled by means 
of special appliances to the end that the 
hinder part of the truck may be made to 
travel in a curve exteriorto one desoribed by 
the forward wheels, and to otherwise deviate 
from the course of the forward wheels, "With 
a wheeled vehicle guided orstcered by means 
of a swiveling axle having a carrying-wheel 
at each extremity, when one wheel meets an 
obstruction from which the other is free the 
pole or equivalent steering-lever attached to 
the said axle is wrenched to the side on which 
the obstruction is. When a heavily-loaded 
wagon travels on a rough road or pavement, 
the lateral vibrations of thepoleare constant 
and violent. With a view to moderating vi- 
brations of this sort, as well as to effect some 
other desirable results, the forward axle of 
some heavy four-wheeled cabs and like ve- 
hicles is made much shorter than the hinder 
one, and in four-wheeled baggage-crates and 
warehouse-trucks this mode of construction, 
the utility of which in the direction specified 
is sufficiently obvious, is quite generally fol- 
lowed; and the shortening of a forward axlci 
has been carried to its ultiniate result in the 
construction of certain light road-vehicles, as 
well as in some warehouse-trucks and similar 
carriages heretofore in use, in which the 
hinder end of the vehicle is carried by a fixed 
axl^,'as in ordinary four-wheeled vehicles, 
while the forward end of the vehicle is car- 
ried by one wheel, commonly situate midway 
of the width of the vehicle and mounted in a 
yoke or bifurcated pedestal. It is in some 
cases, however, mounted on a horizontal jour- 
nal-pin ha'ving one free end. This wheel is 
not necessarily set midway of the width of 
the carriage. It may stand on the line of one 
side of the carriage. Such wheel is held in 
a vertical plane ordinarily by means of a per- 
pendicular (but sometimes inclined) spindle 
working in a long bearing fixed in the frame 
of the vehicle, and when so mounted the wheel 
is commonly placed beneath the frame of the 
vehicle, and its diameter proportionate to that 
of the associated hind wheels is materially 
less than that of a "fore" wheel to a hind 
wheel in an ordinary four-wheeled wagon. By 
use of a "goose-neck" projecting forward be- 
yond and above the vehicle-frame and carry- 
ing the bearings of such spindle an increase 
of diameter of such wheel is rendered practi- 
cable. For a road-wagon a wheel thus mount- 
ed if placed beneath the platform of the ve- 
hicle is unduly small. The introduction of 
the goose-neck device entails increase (ordi- 
narily seriously objectionable) of total length 
of vehicle, and in any case the vertical spin- 
dle, necessarily long, and its unavoidable ac- 
companiments very objectionably occupy 
space and dominate construction. Such wheel 
mounted on a spindle is commonly swiveled 
by means of a pole or "tongue" suitably bi- 
furcated to embrace or yoke the wheel, each 
arm of the yoke so formed being connects 
with the corresponding side of the pedestal- 
yoke or taking hold on the corresponding end 
of the axle of the wheel. In some vehicles 
the single wheel in question has been made 
■with an elongated hub, like that of the ordi- 
nary wheelbarrow-wheel, which hub by suit- 
ble axle-pins has been joumaled beneath a 
flat ring operating in associaUon with an op- 
posed superior ring as the "fifth-wheel," so 
called, of ordinary four-wheeled vehicles, and 
in some road-vehicles the single wheel thus 
mounted has been swiveled and the vehicle 
guided or steered by means of a pair of shafts 
(and possibly in some instances by means of 
a pole) attached and used as and for the 
purposes for which such appliances are at- 
tached and used in ordinary four-wheeled ve- 
hicles, and I have in actual practice used ir 
a self-propelling road-vehicle a single wheel 
of my own devising, having a distinctively 
"long" hub or axle, like that of a wheelbar- 
row-wheel, operating in the manner above de- 
scribed in association with a fiftlt-wheel or 
traversing-oircle;butforswivelingthis wheel, 
and thereby guiding or steering the vehicle, 
I employed a bifurcated lever taking hold of 
the ends, respectively, of the axle of the wheel 
or of the corresponding sides of the ring to 
which the wheel was attached and extending 
back into the vehicle. I f on nd the traversing 
circle device effective in the direction of hold- 
ing the wheel in a vertical plane; but the fric- 
tion of the rings aforesaid was so great as to 
make the manipulation of the steering-lever 
excessively laborious and a proper operation 
of it sometimes entirely impracticable. 
" While, as before stated, the forward end of 
a light road- vehicle has been heretofore car- 
ried by a single wheel, feerving also as a steer- 
ing-wheel, I do not know that any apparatus 
has heretofore been devised -whereby a-pon- 



TRACTION ENGINES. 



639 



deroTB vehicle, like a .'oad-engine, may be 
eiTectivQly steered by a single wheel, used 
also to ca -y one end of such vehicle. 

In self propelling vehicles, as "road-en- 
gines" or "traction-engines," traveling on 
common roads, the forward end of the veiii- 
ole has been heretofore carried by two wheels 
working ol a pivoted cross-axle, as in an or- 
dinary road-wagon. In guiding and steering 
the vehicle said axle is Iield and on occasion 
swiveled by means of a chain, which, being 
woand on a shaft lying square across the 
^rame of the vehicle in the* rear of the pivot 
of the axle, has each of its ends connected 
■iVith the corresponding arm of the axle. 
This shaft being made to revolve, one part of 
the chain is wound onto the shaft, drawing 
the corresponding arm of the axle toward the 
shaft, while by reciprocation the other part of 
theehain is paid off the shaft, proportionately 
releasing the arm oftbe axle thereto at'tached. 
Attempts have been made to use bevel-gear 
for operating this winding-shaft; but with a 
heavy vehicle of the kind in question the 
.jhocks and wrenchings arising from canses 
hereinbefore indicated, to which a wheel 
mounted and operating in the manner just 
described is subject, have been found practi- 
cally uncontrollable by snch gear, and sorew- 
gear is now used; or, if tho bevel-gear be re- 
tained, the shocks upon it are relieved by use 
of a leading-pole, guided by animals har- 
nessed thereto. 

Reaping-machines and "harvesters" are 
commonly mounted on two wheels andguided 
by a pole, to which the animals drawing the 
machine are yoked, and tho draft-animals 
have to carry the always-considerable and 
SQnietimes great weight thrown upon the pole. 
By use of a single wheel, which, while carry- 
iij^ the weight of the machine now thrown 
upon the pole, will serve to guide and steer 
the machine, the work of the team hauling 
such machine will be largely lightened. 

The object of my said invention is to pro- 
vldeforcarrying, directing, guidingand steer- 
ing wheeled vehicles other than tramway or 
railway vehicles, and particularly wheeled 
vehicles ponderous in themselves or carrying 
distinctively heavy loads — snch as road-mak- 
ing machines and agrionltnral machines and 
wagons drawn by aninial-power or self-pro- 
pelling, and self-propelled road-engines and 
traetion-engines-^appliances by use of which 
one end of such vehicle will be carried by a 
single steering-wheel, in the operation of 
which neither the traversing-circie nor the 
vertical bearing-spiudle-gear. the disadvan- 
tageous qualities of which areabovespecified, 
is employed. I attain my said object by the 
devices illustrated by the accompanying 
drawinars. 

1. The improved vehicle carrying and steer- 
ing apparatus herein described, comprising 
the fixed axle-bar, the axle-block chambered 
to receive the axle-bar and to admit lateral 
swiveling of the block thereon, and pivoted 
in said bar, the steering-wheel composed of 
the annular hub embracing and revolving on 
the axle-block, and provided with saitable 
spokes and rim, the channel-plates retaining 
the hub in its place npon the axle-block, and 
the reversible guiding and steering pole piv- 
oted in the axle-tlock for swiveling the same 
and the associated wheel, and thereby direct- 
ing and steering a vehicle, substantially as 
set forth. 

2. In an apparatus for steering wheeled ve- 
hicles, the combination of an integral mem- 
ber of the frame of a vehicle utilized as an 
axle-tree, with an axially-perforated and diag- 
onally-chambered axle-bloflk, embracing such 
member and pivoted in and laterally swivel- 
ing on the same, and serving as a s'viveling- 
journnl for a carrying and steering wheel 
thereon mounted, substantially as set forth. 

3. In an apparatus for steering' wheeled 
vehicles, the combination of a cylindrical or 
conically-tapering axle-block or wheel-jour- 
nar perforated in the direction of its axis 
and diagonally chambered, embracing, piv- 
oted in, and laterally vibrating on a fixed bai: 
serving as an axle-tree, with a wheel revolv- 
ing on such axle block or journal and carry- 
ing and steering a vehicle, substantially as 
set forth, 

4. In an apparatus for steering wheeled ve- 
hicles having a single steering-wheel serving 
also as a carrying-wheel, the reversible lead- 
ing and steering poleL, constructed, attached, 
and operating substantially as and for the 
purposes set forth. 

5. In an apparatus for carrying and steer- 
ing locomotive-road engines and traction-en- 
gines, and road-making machines and agri- 
cultural machines, mounted on wheels, self- 
propelled or drawn by animal-power or moved 
by steam-power and animal-power associated, 
the single carrying and steering wheel joor- 
naled on a laterally-swiveling axle-block piv- 



oted in a fixed axle-tree, constrncted, mou n ted, 
and operating substantially as and for the 
purposes set forth. 

442,777. OLE O. KRAVIK, St. Carl, N. 

D. Boiler Leveler. Filed Apr. 17, 1890. 

Patented Dec. 16, 1890. Serial No. 

.148, MI. (No model.) 

The object of the invention is to provide a 
new and improved boiler-leveler which is sim- 
ple and durable in construction, easily manip 
ulated, and specially designed for portable 
boilers to raise and lower their front ends 
when going up or down a grade without inter- 
fering with the turning of the front wheols 

1. The combination, with the screw D, piv- 
oted at its upper end to the attaching-plate 
C,of the internally-threaded bushing E upon 
the screw and having a gear - wheel on its 
lower end, and the axle-block F, in which 
turns the said bushing, substantially as se( 
set forth. 

2. The combination, with the boiler having 
front and rear supporting-wheels, of the plate 
C, secured to the lower side of the front end 
of the boiler, the vertical screw pivoted at 
its upper end to said plate, the internally- 
threaded bushing E upon the screw and hav. 
ing a gear on its lower end, the block F, hav- 
ing a vertical lOpeniug in which turns the 
bnshing E, the said block having a recess 
across its lower face curved around the for- 
ward side of the said opening to receive the 
front axle, the reach-rod I, having a forward 
end opening, throogh which passes said bush- 
ing, and the operating-rod having a pinion 
meshing into gear K, substantially as set 
forth. 

447,978. GEORGE G. SCHROEDER, 
Washington, D. C. Traction-Engine. 
Filed Aug. 28, 1890. Patented Mar. 10, 
1891. Serial No. 363,379. (No model.) 
My invention is in the nature of a traction- 
engine, and has for its object to improve such 
engines in such a manner as to make them 
mor« effective in operation when passing over 
rongh and uneven ground. 

1. Inatraction-engine,thecombinationof a 
main frame, a shaft jonrnaled thereon in sta- 
tionary bearings, a frame-work secured to the 
main frame, having axial extensions and pro- 
vided with yielding bearings for the traction- 
wheel, and connections therefrom, substan- 
tially as described, as and for the purpose set 
forth. 

2. In a traction-engine, in combination with 
the metal frame consisting of inner and outer 
side bars, top bar, and projecting axles, sub- 
stantially as set forth. 

3. In a traction-engine, a metal f i-ame-work, 
snbstanti.iUy as described, consisting oT the 
top bar, the innersidebarshavingslideways, 
the outer side bars, and the side projecting 
arras forming axles, as set forth. 

4. In .a_ traotion-engine, in combination, 
snpporting=wheels mounted on each side of 
the machine, a rip"id metal frame-work, of 
which the axle of these wheels forms part, and 
a traction-wheel and axle yieldingly mounted 
in said frame-work between said supporting- 
wheels, as set forth. 

5. In a traction-engine, in combination, a 
stationary shaft, a yielding axle, a sprocket- 
wheel on each having a yielding band, and a 
drive-chain connecting said sprocket-wheels, 
as set forth. 

6. A sprocket-wheel consisting of a hub, a 
yielding band, spokes extending radially from 
the hub through said band, and springs foi 
supporting said band against extreme inward 
pressure, as set forth. 

7. A sprocket-wheel consisting of a hub, a 
slotted band, spokes rigidly secured to the 
hub and projecting radially through the 
slots in the band, and springs around the 
spokes bearing at their inner ends against 
the hub and at their outer ends against the 
band, as set forth. 

8. in combination, the main frame, the 
boiler secured therein, the traction-wheel- 
snpporting frame, and the brace-rods con- 
nected to each of these parts, respectively, 
substantially as set forth. 

9. In a traction-engine, the combination of 
the Aain frame and its supporting-wheels, 
the frame-work having the side extensions to 
form axles for the supporting-wheels and pro- 
vided with slideways for the bearings of the 
traction-wheel, the traction-wheel mounted 
between the supporting-wheels, and springs 
to keep its bearings normally in their lower 
position, substantially as described. 

10. To a traction-engine, the combination of 

a main frame, a shaft journaled in said frame, 
carrying on its ends sprocket-wheels, with a 
frame-work secured to said main fmme aud 
provided with yielding bearings for t^<' snaf t 
of the traction-wheel, said shaft carrying on. 



"Its ends sprocket-wheels connected to tuo 
sprocket- wlicels of the stationary shaft, and 
means by which the outer peripheries of the 
sprocket-wheels are maintained equidistant 
in all positions, substantially as described. 

451,648. NAAMAN L. DARLING, 

Benicia, Cal., assignor to the Benicia Agri- 
cultural Works, same place. Traction- 
Engine. Filed Feb. 4, 1891. Patented 
May 5, 1891, Serial ISlb. 380,199. (No 
model.") 

1. In a traotion-engino me boilef.Baving a 
supplemental frame B B' Qxed along its sides,' 
the tension-rods M M', connecled therewith, 
the brackets L, the traetion-wheel a.\lo sup- 
ported therein, and the steering-wheel harving 
the steering-head journaled in the front of 
the frame, and mechanism whereby it may 
be turned therein, substantially as herein 
described, 

2. The coTntiination,' with the boiler of a 
traction-ehgine and the driving and steering 
wheels located at opposite ends thereof, of a 
truss- frame upon wJiich the boHer is sup- 
ported, said frame connecting the bearings 
of the tRiction-wheel and steering-wheels and 
relieving the boiler of end strains, sut>stan- 
tially asTierein described. 

3. A traction-engine having the boiler, the 
traction and steering wheels, and the supple- 
mental truss-frame, in combination with the 
draft-bar connected with tho lower part of 
said frame so that thepuUingstrain is trans- 
mitted to th^ frame in line with the tensiofi- 
rodsthereofjSubstantiallyashereindescribed. 

i. In a traction-engine, the boiler, the driv- 
ing and steering wheels, the truss-franie con- 
necting the shafts thereof and supporting the 
boiler, the V-shaped rod O, having its ends 
connected with the shaft which unites the 
tension-rods of the truss-frame, a rod pass- 
ing through the rearwardly-presented apex 
of said bar, and the draft-bar connected there- 
with by a pin, around which it turns in a hori- 
zontal plane when the engine is turned from 
side to side,substantiallyasherein described. 

5. In a traction-engine, the boiler, the trac- 
tion and steering wheels at opposite ends 
thereof, a trnss-frame supporting the boiler 
and connected directly with the a.xle and 
steering-head of said wheels, a V-shaped bar 
O, having its ends connected with the rod 
which unites the lower end of the frame and 
thetrHSS-rodsMM',arodP,extendiugthrough 
vhe rearwardly-directed apex of the bar O, 
the draft-bar connected with said rod so as to 
swivel about the rear end in a horizontal 
plane, and a spring surrounding the rod P; 
with adjusting-nuts, substantially as herein 
described. 

6. Inatraction-engine,adraft-barconnect- 
ed ivith a truss-frame upon which the boiler 
and traction and steering wheels of the en- 
gine are mounted, aswivel connection around 
■yi'hioh the draft-bar turns, and the segmental 
guides T, between which the rear end of the, 
bar is guided, substantially as herein de- 
scribed. 

7. In a traction-engine, a boiler monnted 
npon traction and steering wheels, the engine 
bed-piece formed of two pieces bolted to 
gether and having the rearwardly-extending 
guides, the cylinders fixed at one end of the 
bed-piece and a crank-shaft journaled at the 
other,andstandards bolted npon theboilerand 
supporting the cylinders, the rear ends of the' 
bed-piece, and the central portion thereof, re- 
spectively, substantially as herein described, 

8. In"» traction-engine, the boiler having 
the traction .and steering wheels at opposite 
ends thereof, the engine bed-piece composed 
of two parts bolted together and having the 
cylinders supported thereon at the front end 
and forming guides in the line of travel of 
the piston-rods and slides, the oiitwardly- 
curving extensions W', extending rearwardly 
from the guides, with journal-boxes at the 
rear ends in which the crank-shaft turns, said 
extensions havingopenings made in thesideSf 
through which the eccentric-rods pass from 
the eccentric's interior to the forks, to the 
links, and valve-rods which are exterior to . 
the guides of the bed-piece, substantially as 
herein described. 

9. In a traction-engine, the two-part beft- 
piece having the cylinders fixed to the front 
end and bolted together at that point, the 
rearwardly-extending parallel guideSj and the 
-outwardly-arching forks with journal-boxes 
at the rear ends for the crank-shafts, open- 
ings made through the arched portion for the 
passage of the eccentric-rods, an«3 acandards 
bolted to the bed-piece onU boiler beneath 
the journal-boxes ""c rear ends of the guides, 
and the c'.liiiuers, respectively, substantially 
as hai-oin described. 

10. In a traction-engine, the boiler, a trac- 
tion- wheel shaft secured to the rear end there- 
of and a steering-wheel at the front end, an- 



640 



TRACTION ENGINES. 



engine mounted upon the boiler, a sprocket- 
wheel fixed to the eriink-shaft thereof, a two- 
part shaft journaled across the front end of 
the niachine,aeprocket-wheel mounted there 
on with nn equalizing-gear, a chain uniting 
the sprocket-wheel of the/ engine-shaft with 
the equalizing sprocket-wheel, sprocket-pin- 
ions fixed upon the outer ends of the equal 
izing-shaft, traction - wheels turning loosely 
upon the main bearing-shaft, sprocket-wheels 
fixed thereto, and chains connecting the 
sprocket-pinions upon the equalizing- shafl 
with the sprockets upon the traction-wheels 
substantially as herein described. 

11. In a traction-engine, the driving-wlieelf 
mounted upon the shaft or axle and tilTning 
independently of each other, a boiler, an en- 
gine supported thereon, a truss-frame sup- 
porting the boiler and connecting the wheels 
at the front and rear, a sprocket or chain 
diiving-wheel mounted upon the engine-shaft 
and sprocket or chain wheels mounted upon 
each of the traction or driving wheels, an in- 
termediate shaft haying an equalizing-gear, 
and chains connecting the engine-shaft and 
the traction- wheels therewith without the in- 
tervention of other gearing, substantially as 
herein described. 

12. In a traotion-eqgine, the boiler, the in 
dependently-journaled bearing and driving 
wheels at one end of the boiler, the steer- 
ing-wheel at the other end, a trnss-frame sup- 
porting the boiler ^nd connecting the whee^ 
at thefront and rear,an engine mounted upon 
the boiler, a sprocket or chain driving-wheel 
fixed to the crank-shaft of the engine, sprock- 
et-wheels fixed to each of the driving or trac- 
tion wheels of the engine, and an intermeai- 
ate shaft jounialed upon the front of the 
boiler or truss frame and connected by 
sprocket-wheels and chains, respectively, with 
the engine, crank-shaft, and the traction- 
wheels, substantially as herein described. 

13. In a traction-engine, a boiler, traction 
and steering wheels upon which it is mounted, 
an engine having a sprocket-wheel upon the 
crank-shaft, with chains and equalizing-gear 
through which power is transmitted to the 
traction-wheels, and a clutch mechanism by 
which the sprocket driving-wheel and engine- 
shaft may be engaged or disengaged, substan- 
tially as herein dascribed. 

14. In a traction-engine, the com'binatioH 
of a boiler, driving and steering wheels upon 
which it is supported, an engine mounted 
upon the boiler, chain driving-wheels upon 
the engine-shaft and upon the driving-wheels 
with intermediate transmitting and equal- 
izing gear above the traction-wheel centers, 
and the draft-connections and frame, sub- 
stantially as specified, sitaated below the 
line of the traction-wheel centers, substan- 
tially as herein described * 

451,811. JOHN H. CRUMB, Burlin- 
game, Kans. Traction-Englne. Filed 
Oct. 7, 1890, Patented May 5, 1891. Se- 
rial No. 36iT,357. (No model.) 
My invention relates to an improvement in 
traetion-en^nes, particularly to the manner 
of propelling and guiding the same; and the 
object of the invention is to provide a means 
whereby all the wheels may, if desired, be 
used as drive'or traction wheels; and the fur- 
ther object of the invention is to construct 
the driving and steering mechanism in a sim- 
ple and durable manner andprovide a means 
whereby the engine may be moved off bodily 
in any direction without tnrninf 

1. In a traction-engine, the combination, 
with a frame, of two drive-wheels journaled 
in supports mounted to revolve in the frame 
at one side and at the forward and rear ends 
thereof, mechanism for turning said supports 
simultaneously, and a caster -wheel at the 
other side of the frame, substantially as de 
scribed. 

2. In a traction-engine or similar vehicle 
the combination, with the body, of revoluble 
pedestals ciirried thereby, and a drive-wheel 
journaled in each of the said pedestals, sub- 
stantially as; shown and described. 

3 In a traction-engine or similar vehicle, 
the cQmbination, with a base provided with 
upwardly and outwardly curved hoods at the 
extremity, of revoluble pedestals connected 
with the base beneath the hoods, and drive 
wheels journaled in said pedestaLs, aubstan 
tially as shown and described. 

■1. In a traction-engine or simMar vehicle, 
the combination, with a horizontal base pro 
vidcd with upwardly and outwardly curved 
hoods, of revoluble pedestals connected with 
the base beneath the hoods, diivo-wheelE 
jonrnaled in said pedestals, and adjustable 
castor-wheels supporting one side of thebJise, 
substantially as sh.owc and described. 

5. In a traction engine or piinilar vehicle, 
the combination, wUh a horizontal base pro- 
vided with upwardly and outwardly curved 



hoods and adjustable pedestals connectea 
with the base beneath the hooAs, of i^ drive- 
wheel journaled in each pedestal, provided 
with an internal gear, a vertical shaft jour 
naled in each of said pedestals, a gear-whee: 
secured to the lower end of said shaft, mesh- 
ing with the gear of the drive-wheel, and 
means, substantially as described, for I'otat^ 
ing the perpendicular shafts, as and for the 
purpose specified. 

6. In a traction-engine or similar vehicle, 
the combination, with the base, an engine 
mounted thereon, a drive-shaft connected 
with the engine, pedestals revolubly attached 
to the base, anddrive-wheels journaled in said 
pedestals, provided with an internal gear, of 
a vertical shaft journaled in each pedestal 
provided at the upper and lower ends with a 
gear-wheel, the lower gear meshing with the 
drive-wheel gear, a horizontal shaft connect 
ing the vertical shafts, and a connection be- 
tween said horizontal shaft and drive-shaft 
substantially as shown and described. 

7. In a traction-engine or similar vehicle 
the combination,with the base-pedestals revo 
lubly attached to the same, provided with a 
worm-wheelattheupperend,anddrive-wheels 
jonrnaled in said pedestals, of worm-shafts 
connecting said pedestals and provided with 
bevel-gears^ and a shifting counter-shaft at a 
right angle to the worm-shafts, provided with 
bevel-gear meshing with the gear of the 
worm-shaft, substantially as shown and de- 
scribed. 

8. In a traction-engine or similar vehicle, 
the combination, with a base provided at 
each end at thestraight side with ;. projection, 
a vertically-adjustable caster-wheel swiveled 
in one. side of the base, revoluble pedestaU 
attached to the base beneath thesaid pfojeo- 
tions, provided with a worm-wheel at the up- 
per end, drive-wheels journaled in said ped- 
estals, having attached thereto a bevel-gear, 
and a vertical shaft journaled in each pedes 
tal, provided with an upper and lower bevel 
gear, of worm-shafts connecting the pedestal 
in pairs, a shifting shaft engaging the worm- 
chaft, and means, substantially as described, 
for revolving the vertical pedestal-shafts, as 
and for the purpose specified. 

452,592. JAMES BECKNER, St. Jo 
seph, Mo. Traction-Engine. Filed Nov 
7, 1890. Patented May 19, 1891. Serial 
No. 370,598. (No model.) 
My invention relates to iiriprovements in 
portable steam-engines; and it has for its ob- 
ject to secure increased power at a reduced 
consumption of fuel as compared with other 
engines of a similar nature and to provide 
for the successful accomplishment of the va 
rious outdoor work which is required of an 
engine of this character. 

1. lu a traction-engine, substantially as de 
scribed, the combination of the frame snp 
porting the boiler, the steam-cylinders, the 
donble-crank shaft operated by the pistons 
of the cylinders, the laterally-adjustable geai 
carried by said ci ank-shaf t, the drum-shaft 
and the fast and slow gears carried by said 
drum-shaft and adapted to engage the gear 
of the donble-crank shaft, substantially as 
specified. 

2. In a traction-engine, the combination of 
the driving-shaft, the drum-shaft adjustable 
toward and from the driving-shaft and car 
rying the slow and fast speed-gears, and the 
driving-gear adjustable on the driving-shaft 
to gear with either speed-gear on the drum- 
shaft, substantially as specified. 

3. In a traction - engine, the combination, 
with the front axle, of the pivot-section at- 
tached to the upper side thereof and having 
an annular channel to receive ball-bearings 
and a central socket-piece, an intermediate 
section having a socket in its nnder side to 
receive the central piece of the lower section, 
the vertical pivot bolt or shaft 67, taking 
through and connecting the intermediate and 
lower sections, and the top section connected 
to the intermediate section and lower sec- 
tions and to the f ecu-motoi tank, substantially 
a" specified. 

i. In a traction-engine, the carrying-frame, 
the rear axle, and the connection therefor, 
comprising the top plate provided with th« 
integral arms depending from the four cor- 
nei-s which straddle the axle and frame, and 
the plates fitted on said arms and clamped 
against the axle by nuts, substantially as 
specified. 

453,368. EPHRAIM l-(OWLAND, Pon 
tiac, Mich. Steam Steering-Gear for 
Vehicles. Filed Dec. 27, 1890. Patented 
June 2, 1891. Serial No. 375,968. (No 
model.) 

It is the purpose of my invention lo pro- 
vide a wheel-vehicle— such, for instance, as a 
traction-ensrine — with a steam steering-gear. 



1 have in the drawings illustrated my in- 
vention as applied to a portable steam-boiler 
of that type in which steam from the boiler 
is conveyed back to a steam-engine npon a 
thrashing-machine or other implement to 
which it is coupled, the said engine arranged 
to engage with traction mechanism npon the 
thrashing-machine, whereby the boiler is 
pushed by the said thrashing-machine. I do 
not, however, illustrate the traction mechan- 
ism upon the thrashing-machine, because the 
same forms no part of my present invention. 
I would also have it understood at the outset 
that while this device is illustrated in con- 
nection with a portable boiler and a traction- 
engine located upon the vehicle to which it 
is coupled yet my invention contemplates the 
employment of this gear upon any traction- 
engine Itself, or upon any portable steam-en- 
gine. So, also, if the thrashing-machine, with 
its traction-engine were, located in the lead, 
with the boiler coupled on behind it, the 
steam steering-gear might be upon the thrash- 
ing-machine itself. I have simply shown it 
in the manner illustrated to demonstrate the 
invention. 

It iswell known that with a steam-piopellcd 
road-vehicle one of the most laborious things 
connected therewith isthestoeringurpiloting 
of the saidleadingvehicle. Ithas heretofore 
been done by hand mechanism of some sort. 

1. The combination, with a vehicle, of a 
cnaiu or cable counectea at one end wmi 
the forward axle, passing thence backward 
around pnlley&and thence forwardand having 
its other end coimeoted with the other endof 
the axie, a steam-cylinder on the line of said 
chain or cable having its piston-rod engaged 
therewith, and means tor furnishing steam 
to actuate said piston, the construction being 
such that as the piston is shifted in either di- 
rection vhe forward axle will be correspond- 
ingly turned, substantially as and forthe pur- 
poses <lescribed. 

2. The combination, with a vehicle, of a 
chain or cable having its extremities secured 
at opposite ends of the forward axle and pass- 
ing thence back around a pulley or pulleys 
a steam-cylinder having its piston engaged 
directly orindireotly with said cable, whereby 
the movement of the piston is imparted to 
said chain or cable, and means for governing 
the admission of steam to actuate said piston 
In either direction, substantially as and for 
the purposes described. 

3. The combination, with a vehicle, of a 
chain or cable connected at its ends to oppo- 
site ends of the forward axle and passing 
liieoee to the rear about a pulley or pulleys, 
a steam-cylinder having its piston engaged 
directly or indirectly with said chain orcable, 
whereby the motion of the piston is imparted 
to the latter, means for furnishing and eon- 
trolling the admission of steara to aeluatesaid 
piston, and a shitting block or fastening at 
the rear of the machine, whereby another ve- 
hicle may be coupled thereto, said blocker 
fastening adapted to be shifted transversely 
of tile machine as Ihechaln or cable is shifted, 
substantially as and for the purposes de 
scribed.- 

453,389. EPHRAIM HOWLAND, Pon 
tiac, Mich. Steering-Gear for Vehicles 
I^iled Dec. 27, 1890. Patented June 2, 
1891. Serial No. 375,969. (No model.) 
My invention relates to steering-gear, and 
is designed more especially for the steering 
of vehicles where one vehicle is drawn by be- 
ing attached to the rear end of the advance 
vehicle — as, for instance, where a thrashing- 
machine is drawn by a traction - engine, or 
where a vehicle is pushed by a Iraetion-eu- 
gine and a team employed in the lead for 
guiding the pole of the advance machine. It 
is well known that where one vehicle is thus 
connected to the rear end of another and Ihe 
first or leading vehicle is turned around a 
corner — as, for instance, the corner of a block 
in a town or city — the rear vehicle will track 
inside the tracks of the leading vehicle. For 
this reason it is necessary to swing the lead- 
ing vehicle around as 'arge a curve as prac- 
ticable in order that there may be rpom for 
the rear vehicle to follow without coming into 
3ontact with the curbing at the corner of tiie 
block. So, also, when turning out to pass a 
mud-hole the advance vehicle must keep well 
beyond the mud-hole before turning in again 
to the main track. Otherwise the rear ve- 
hicle v/ould track inside of the track of the 
advance vehicle and run into the mud-ltole. 
It is to overcome this difTicultythnt my in- 
vention is devised. 

My invention consisls, essentially, in locat- 
ing a sliding or movable block or fastening 
at therearendof theadv;inteveliioleto which 
the rear vehicle is coupled. From this block 
or fastening cables leaxl to the right and left 
about pulleys and thenco forward, and the 
extremities are engaged wi th the forward axle, - 



TRACTION ENGINES 



641 



80 thai when the forward ;ixl6 is turned to 
the right or left tbe said blocli or fastening 
is shifted in the opposite direction, thus tam- 
ing the forward axle of the rear vehicle in 
a direction opposite thattaken by the forward 
axle of the advance vehicle, thus dii-ecting 
the rear vehicle in such a manner as will 
cause it to track snbstAntially in the tracks 
of the forward vehicle as the same is turned 
to the right or left about the corner or to 
avoid an obstacle. 

1. I'he combination, with two vehicles cou- 
pled together, one in rear of the other, of a 
shifting block or fastening at the rear of the 
advance vehicle, and chains or cables leading 
from said block or fastening laterally cross- 
wise of the vehicle, thence about pulleys, and 
forward and connected at their extremities 
to the forward axle, whereby as the forward 
axle of the advance machine is turned in one 
direction It will operate to shift the said block 
and turn the forw.ird axle of the rear machine 
'm the opposite direction, substantially as and 
for the purposes described. 

2. A vehicle designed to be coupled at its 
rear end with the pole of another vehicle, the 
same provided with a shifting-block or fast- 
ening at its rear end, and a flexible conncc 
tion therefrom with the forward axle, where- 
by as the forward axle is turned to the right 
or left said block or fastening is shifted in 
the opposite direction, substantially as and 
for the purposes described. 

3. A vehicle designed to be conpled at its 
rear end with the pole of another vehicle, the 
same provided with a block or fastening at 
its rear end, said block or fasteningconnected 
by actuating mechanism with' the forward 
axle, the construction being such that as the 
forward axle is turned to the right or left 
said block or fastening is correspondingly 
shifted to the left or right, substantially as 
and for the purposes described. 

♦55,549. OTTO STERNOFF-BEYER, 

Carlstadt, N. J., assignor to the Brooklyn, 
Railway Supply Company, New York. N. 
Y. Wheel and Axle for Vehicles. Filed 
Feb. 25, 1891. Patented July 7. 1891 
Serial No. 382,745. (No model.) 
My invention relates to the wheel-hub and 
axle of a vehicle of that class wherein the 
axle rotates and is driven by the ground- 
wheel when the vehieje is moving forward. 
Street-sweepers with rotary brooms belong to 
the class of vehicles referred to^_and these 
sweepers as ordinarily constructed have their 
ground-wheels ratcheted on the axle in such 
a manner that in turning one wheel may stand 
or rotate backward while the other rotates 
forward and drives the axle. My invention 
relates to a device of this character so con- 
structed as to permit of a reversal of the parts, 
whereby the same clutch device is adapted 
for use on either of the ground-wheels. This 
obviates the necessity of constructing dupli- 
cate parts. 

1. in a clntch device for a vehicle, whereby 
the ground-wheel is made to rotate the axle 
only in a forward direction, the combination, 
with an axle and a wheel-hub mounted rota- 
tlvely thereon and provided with a clrcolar 
recess fc', of a reversible clutch-ring occnpy- 
ing said hub-recess, rollers arranged between 
cam-surfaces on said ring and the inner pe- 
riphery of the recess in the hub, and means, 
substantially as described, for loosely con- 
necting the axle and said clutch-ring, where- 
by one is compelled to rotate with the other, 
as and for the purposes set forth. 

2. The combination, with a vehicle-hub b, 
having in it a circolar recess l^, and a remov- 
able plat© which closes said recess, of the axle, 
the collar fixed thereon and occupying the re- 
cess in the hub, the reversible clutch-ring g, 
also occupying the recess in the hub and hav- 
ing in itTecesses engaged by projections en 
said collar, whereby said collar and ring are 
oompelled to rotate together, and rollers ar- 

anged between cam-surfaces on the clntch- 
ing and the inner periphery of the hub-re- 
cess, as set forth. 

3. Thecombination.with th»axle,thewheel- 
nnbmounted rotatively thereon and provided 
with a circularrecess, and th6 removable plate 
or disk d, secured to the hub and closing said 
recess, of the collar e, fixed on the axle and 
occupying the hub-recess, said collar having 
a thickness substantially equal to the depth 
of said recess, the reversible clutch-ring g, 
loosely embracing said collar and having on 
it recesses engaged by projections on said col- 
lar, said ring having recesses in its pei" iphery, 
as described, and the rollers Ti, occupying the 
recesses in said TiDg,_as set forth. 
465,889. JAMES M. SMELSER, Rich- 

muad, Ind. Traction-Engine. Fili-d 
Mar. 4, lf91. Patented July 14, 1891. 
Serial No 383,804. (No model.) 



The object of my invention is to provide 
means to enable the bearings which support 
the rear end of the boiler and its attachments 
to have an oscillating movement vertically. 

1. In a traction-engine having two pairs of 
ground-wheels, the cross-sill J, standards H 
HUH, provided with sleeves d d d d, the 
frame aa a a, and head-block n, constructed 
and operating substantially in the manner 
and for the purpose set forth. 

2. In combination with the sill J, stand- 
ards HHHH, and head-block n, the shaft E, 
carrying sprocket-wheel K, the wheels C C 
and D, and ground-wheels B B B B, a« tind 
for the purposeherein set forth and described, 

460,375. CHARLES HIGGINS and 

JOHN GREGORY,. Clay City, III, 

Traction-Engine. Filed May 25, 1891. 

Patented Sept. 29, 1891. Sena! No. 

394,004. (No model.l 

Our invention relat^js to improvements in 
traction-engines of that class known a-s " top- 
inounted center-crank engines," in which the 
axle carryingthe traction-wheels isdriven by 
means of belts and pulley-wheels actuated 
by a crank-shaft which receives its motion 
from the engine-cylinder. 

One of the objects of the invention is to 
provide an improved construction and ar- 
rangement of devices for tightening the driv- 
ing-belts. It is also an object to provide a 
housing or casing for the belts and pulleys, 
whereby they are protected from mud and 
dirt 

In a traction-engine, the combination, with 
the boiler, the cylinder, the crank-shaft car- 
rying driving-pulleys, the traction-wheels and 
axle, the pulley-wheels secured to said , trac- 
tion-wheels, the loose belts connecting said 
pnlley-wheels and pulleys, and the belt-tight- 
eners, of the housing or casing secured to the 
boiler and surrounding and inclosing the 
pnlley-wheels, pulleys, belts, and beltrtight- 
eoers, substantially as described. 

465,491. JONAS B. OSBORNE, Dag- 
gett, Cal. Traction Wagon-Steering 
Apparatus. Filed Nov. 29, 1890. Pat- 
ented Dec. 22, 1891. Senal No. 373,038. 
(No model.l 

My invention is of special advantage in 
mountainous, desert, and unsettled districts, 
where it frequently occurs that many miles of 
roadway have to be constructed through bowl- 
ders, sand, and forest and over ravines and 
ridges in order to reach a single mining or 
lumber camp. 

The primary object oi my invention is to 
reduce the cost of preparing snch roadways 
and the expense of operating traction wagons 
thereon. 

A further object of my invention is to pro- 
vide steering apparatus for traction wagons 
which will be automatic in its operation in 
following the prepared roadway and which is 
so arranged and constructed that it can be 
instantly converted into a hand steering ap- 
paratus to be used independent of the pre- 
pared roadway. 

Afnrther object is to providemeansforgnid- 
iLg a train of wagons automaticr.lly, so that 
each wagon shall follow exactly jn the treaa 
of the one preceding it, thus keeping the track 
smooth and solid and preventing the loss of 
power which occurs where each separate 
wheel is made to break all or a portion of its 
own track. 

It is obvious various devices may be ar- 
ranged to connect the axle with the guiding- 
lail, and I do not wish to be strictly limited 
in my claim to any specific device for this 
purpose; but the accompanying drawings 
illnstrate mechanism invented by me for this 
purpose, and which is so arranged as to en- 
able the operator to easily place the guiding 
apparatus under control independent of the 
guide-rail. This mechanism comprises a piv- 
oted tongue arranged to allow the vertical ad- 
justment of its front end, and provided at such 
front end with suitable running mechanism, 
preferably a supporting or bearing wheel, and 
two axiaUy vertical lateral guides, preferably 
rollers, arranged, respectively, to engage the 
top and sides of the guide-rail: a pivoted le- 
ver pivoted by a universal joint to the tongue 
near its front end and folcrumed \ipou the 
wagon; an arc ratek secured to the bed of the 
wagon and arranged to allow lateral move- 
ment; mechanism arranged to opei.ite the 
arc rack laterally, the same preferably con- 
sisting of a pinion connected with a hand- 
wheel or other suitable operating mechanism, 
and means for securing the rear end of the 
lever to and releasiugit from the arc rack. 

1. The combination of a roadway provided 
with a guiding-rail, a wagon, its longae pro- 
vided at its front end with a bearing-wheel, 
and the lateral guides arranged to engage the 
sides of such rail 

2. In a.traction-wagon-steering; apparatus,. 



the combination of the wagon, the pivoted 
tongue, the pivoted tiller-lever pivoted to such 
tongue, the wagon-body provided with an arc 
rack arranged to allow lateral movoment, 
meansforsecuviogsaidleverto said arc rack, 
and mef^ns for moving said arc rack laterally. 
3. In a traction-wagon-steering apparatus, 
the combination of the wagon, the tongue pro. 
vided with a bearing-wheel and two lateral 
guiding-wheels, and a roadway provided with 
a central ffuidinc-rail. 

467,095. JEDDIAH F. HANSCOM, 
Ashland, Wis. Road - Locomotive. 

Filed July 30, 1891. Patented Jan. 12, 
1892. Serial No. 401,168. (No model ) 
The invention contemplates, broadly, the 
jmployment of link chains in connection with 
a series of wheels, the latter provided with 
sprockets which pass through the links of the 
chains a sufficient distance to engage the 
ground in the case of those wheels of the 
series which constitute the driving-wheels^ 
thereby securing a firm purchase upon the 
road and preventing slipping incidental to 
the employment of smooth-snrfaced wheels, 
especially on hard snow or ice. 

In road-engiues and similar devices now in 
use employing either smooth-surfaced wheels 
or wheels having peripheral projections to en- 
gage the ground it has been found that in 
traversing muddy or snowy roads the mud or 
snow, as the ease may be, has a tendency to" 
adhere to the wheels, thus clogging the parts 
and creating considerable trouble from the 
consequent uneven running of the machine. 
It is of course obvious that the employment 
pf wheels having peripheral projections is a 

freat advantage; but the tendency to the ad- 
erence of mud and other extraneous matter 
is found greater in this class than in the saso 
of smooth-surfaced wheels. It therefore re- 
sults that it is a desideratum to employ a 
machine of the character referred to having 
wheels provided with projecting sprockets in 
connection with means for keeping the wheels 
clear at all times of adhering substances. 

The object of this invention, therefore, is to 
accomplish the above-described desirable end; 
and with this in view the -invention consists 
in the improved construction and combina- 
tion of parts, as hereinafter more fully de- 
scribed and pointed out. 

1. The combination, with series of wheels 
of which one or more constitute the driving 
wheel or wheels, said wheels having. their pe- 
ripheries provided at regular intervals with 
projecting sprockets, of open-link chains coB- 
neotiog the driving wheel or wheels with the 
non-driving wheel or wheels. 

2. In a road-locomotive, the combination o{ 
a platform having a central opening at its 
rear end, a transverse shaft having mounted 
thereon a gear-wheel extending through the 
opening, and also sprocket-wheels upoB op- 
posite sides of the gear-wheel, free from con- 
tact with the ground, said sprocket-wheels 
having broad surfaces or peripheries with 
projecting sprock6ts,a second transverse shaft 
having mounted thereon sprocket-wheels en 
gaging the ground, similar in constrnclioii 
and located in a line with the first-named 
sproekfci-wheels, open-link sprocket- chains 
counecting the sprocket-wheels, the sorocket 
of the entire series passing through thelinks, a 
gear-wheel mounted in snitable bearings ex- 
tending upwardly from the platform, saidgear- 
wheel meshing with the central gear-wheel, 
and means for rotating the gear-wheel located 
above the platform, substantially assetforth. 

3. In a road-locomotive, the combination ol 
a platform, a steering-rod located at one ex 
trem ity thereof, provided at its upper end with 
a hanr'-wb':elandat its lower end with a gear 
wheel, a short shaft extending downwardly 
from the platform and carrying a gear-wheel 
meshing with the first-named wheel, said geai 
wheel carried by the short shaft provided mili 
depending brackets, forward and rear shalls 
'jonrnaled in said brackets, a sprocket-wheel 
mounted upon the forward shaftand provided 
with a brotvd surface or periphery having pro- 
jecting sprockets theref .■om, a sprocket.-wheel 
of similar coastrnction carried by the rear 
shaft, and an open-linlt sprocket-chain con- 
necting the two wneels, the sprockets of said 
wheels passing entirely through the links of 
the chain, substantially as set forth. 

i. The combination, with a sprocket-chain 
consisting of a series of open links, the inner 
links of the series provided with tubular end 
pieces passing between the open ends of the 
outer links, and bolts passing freely through 
the contacting portions of the links and 
through the tubular end pieces, of a series of 
wheels of which one or more constitute the 
drive-wheels, said -wheels having their ne- 
ripheries provided with pro.ieclingsprookcts, 
the sprockets of the entire series passing 
-throngh the links and those of the driving- 



642 



TRACTION ENGINES. 



wheels engaging tbe road-bed, snbatantially 
as set forth. 

469,888. JONATHAN J. MOORE 

Thorntown, Ind. Traction - Engine 

Filed June 17, 1891. Patented Mar. 1, 1892 

Serial No. 396,549. (No model.) 

The object ot my inrenttou is to provide iin 

proved means for mounting the engine npon 

the traction-wheels and means for increasing 

the tractive force of thewheelsinsoft ground, 

all as hereinafter fully described. 

1. In a traction-ODgine, the combination ot 
the boiler,' the bent axle having its central 
portion pivoted to the end of the boiler so as 
to swing in a vertical plane thereon and hav- 
ing itacranked ends extendingalong the sides 
ot the boiler and then turned outward to re- 
ceive the carrying-wheels, th6 pair ot carry- 
ing-wheels mounted upon the ends of the 
axles, the brackets secured to thesides ot the 
boiler above the cranked ends of theaxle, and 
the springs interposed between said brackets 
and the axle, all arranged substantially as 
shown and described. 

2. In a traction-engine, the combination, 
with the boiler, the bent axle having its cen- 
tral portion pivoted to the end of the boiler 
80 as to swing in a vertical plane thereon and 
having its cranked end extending along tlie 
sides of the boiler and then turned outward 
to receive the carrying-wheels, fixed supports 
secured to the sides of the boiler, and springs 
interposed between said supports and tlic 
cranked ends of the axle, whereby the boilei- 
is yieldingly supported npon the axle, of tlic 
pair ot carrying -wheels mounted upon the 
ends ot the axles and each having in its rim 
a series of open spaces extending radially 
through the.rim so as to receive the snrfaci: 
of the road-l)ed, substantially as get forth. 

474,738. JOHN R. HATCH, Sugar 
Lake, Mo. Traction-Engine. Filed Sept, 
30, 1891. Patented May 10. 1892. Serial 
No. 407,263. (No model.) 
My invention relates to improvemenf^ in 
traction-engines such asare speciallyadapted 
for driving thrashing-machines and for do 
ing similar work; and the object ot my in 
vention is to produce a compact and ef9cient 
machine which is well adapted to travel over 
uneven roads, which may be run with a rela- 
tively small amount of fuel, which is adapted 
to carry a heavy load, and which is provided 
with means for changing its speed without 
changing the strokes of the engines. 

1. In a traction-engine, the combination, 
with the supporting-wheels, gear-wheels on 
the rear wheels, a boiler mounted on the 
wheels, the engine-cylinders oucpposite sides 
of the boiler, the steam-chests, and the slide 
valve ot the said chests, of a counter-shaft 
above the boiler, connections between thesaid 
shaft and the engine-pistons and slide-valves 
a drive-shaft parallel with the counter-shaf 
and provided with a gear-wheel at one end, a 
differential-gear connection between the saio 
shafts, a gear-wheel at one side of the boiler 
and meshingwiththegear-wheelon thedrive 
shaft, and a transverse shaft beneath the 
boiler and provided with a gear-wheel at each 
end meshing with the gear-wheels ot the rear 
drive-wheels and with a gear-wheel near one 
end meshing with the gear-wheel on the side 
of the boiler, substantially as herein shown 
and described. 

2. In a traction-engine, the combination, 
with the boiler having a steam-dome near the 
front end, the engine-cylinders arranged on 
opposite sides of the boiler, the steam-pipe 
leading from the steam-dome to the engine- 
cylinders, and the governor mounted upoti 
the steam-dome and adapted to control the 
engines, of a counter-shaft mounted trans- 
versely on the boiler and connected with the 
engine-pistons, a driving-shaft arranged par- 
allel with the counter-shaft, gearing between 
the driving-shaft and the drive-wheels, a dif- 
ferential-gear connection between the driving- 
shaft and counter-shaft, and means for re- 
volving the governor from the driving-shaft, 
substantially as described. 

3. In a traction-engine, the combination, 
with the engine-cylinders, the steam-chests, 
and the slide-valves, of a drive-shaft, a coun- 
ter-shaft driven from the drive-shaft and pro- 
vided with eccentrics, a link connected to the 
eccentrics, a block sliding in the link and con- 
nected to the slide-valves, a pivoted elbow- 
lever, a rod "" juecting the elbow-lovorto the 
link, and an operating-rod connected to the 
elbow-lever,8Ubstantially as herein shown and 
described. 

4. In a traction-engine, the combination, 
with the boiler and front axle, of a head se- 
cured to the boiler and havingasocketon the 
under side and provided with a king-bolt ex- 
tending from the center of the socket through 
the axlcand a spiral spring in the socket and 



resting upon the axle, substantially as de 
scribed. 

5. In a traction-engine, tlie combination 
with the main fr^me and the forward axle, of 
a transverse shaft mounted in the rear ot the 
axle and provided with chains having a spring 
connection with the opposite ends of the axle, 
and a worm and gear mechanLsm for turning' 
the transverse shaft, substantially as- da- 
scribed. 

475,597. JULIUS J. D. IVIcNAMAR, 
Newark, Ohio. Traction-Engine. Filed 
Nov. 11, 1891. Patented May 24, 1892, 
.Serial No. 411.591. (No model.) 
My invention relates to improvements in 
mechanical movements, and has reference 
more particularly to gearing for connecting 
two shafts or wheels revolving in the sam( 
axial line by which the driving-power is di- 
vided, allowing either to revolve at a higher 
rate of speed than the other. 

The ob,iect of theinvention istoprovidean 
improved construction of device of the above 
character, which shall possess superior ad- 
vantages with respect to simpliclt}', economy, 
and efficiency. 

In acompensatinggcar fortraction-engines, 
the combination, with the shaft, the spur-gear 
secured thereto, having an elongated hub, the 
master-wheel loosely mounted on said huband 
having radial arms and ribs cast therewith, 
the pinions, the caps secured to the master- 
wheel, having tongues, the interposed blocks 
having grooves to receive said tongnes, and 
the journals for said pinions secured to said 
caps and ribs, of the road-wheel loosely mount- 
ed on said shaft, and the internal gear con- 
nected therewith, substantially as described. 

477,057. FLORENS KITTEN, Ferdi 
nand, Ind. Gearing for Traction-En 
gines. Filed Feb. 2; 1892. Patenter' 
June 14, 1892. Serial No. 420,085. (No 
model.) 

My invention relates to an improvement in 
gearing for traetion-ehgin«8; and it consists in 
certain novel featnres of construction, which 
will be fully described hereinafter, and mon 
particularly referred to in the claims. 

The object of my invention is to construct 
an improvementinthatclassof gearing which 
is adapted to give to the engine two different 
rates of speed from a given amount of newer. 

,1. in a gearing of the character described, 
the combination, with the wheel H and a 
peripheral flange thereon, of a cogged wheel 
on the enter side of the said flange and to one 
side of the flange center, tor the purpose sub 
stantially as shown and described. 

2: In a gearing of the character described, 
the combination; with the wheel II, of an out- 
wardly-projecting hub thereon, for the pur- 
pose substantially as shown and described. 

3. In a gearing of the character described, 
the combination,with the wheel H, the spokes 
formed therein, and a peripheral flange, of 
webs which connect the said spokes, the said 
webs, together with the peripheral flange, 
foi ming bearings for the pivotal bolts L, sub- 
stantially as shown and described. 

4. In a gearing of the character described 
the combination, with the wheels E, H, and G, 
of a peripheral flange on the wheel H, the said 
flange being of greater width than the com- 
bined width of the said three wheels, for the 
purpose described. 

0. In a gearing of the character described, 
the combination, with the shaft D and bevel- 
gear G, keyed thereto, of wheel H, loose on said 
dhaft, a projecting hub made integral with 
said last-named wheel, bevel-wheel E, adapted 
to revolve on said hub, and pinion F, secured 
to said last-named gear,snbstantiallyaS8how)i 
and described. 

6. In a gearing of the character described 
the combination, with the wheel H, the spokes 
therein, a peripheral flange, and webs which 
connect the said spokes, of pivotal headed 
bolts, which extend down through the said 
flange and webs to form pivots for the pin- 
ions N, the said bolts extending in-aline with 
the center of the shaft D, upon which the 
wheel H is mounted, substantially as shown 
and described. 

7. The combination, with an axle, drive 
wheels mounted thereon, tires for the said 
wheels, and internal gear-wheels formed by 
bending the inner edges of the t'res down- 
ward and inward, of a counter-shaft and gear- 
ing, ot the form shown and described, mount- 
ed thereon, which engages 'the said gears 
formed by the wheel-ti res, substantially as set 
forth. 

479,832. PETER T. NEUMANN, Gal- 
ion, Ohio. Traction-Engine. Filed Apr. 
18, 1892. Patented Aug. 2, 1892. Serial 
No. 429.688. (No model.) 



My invention aims to provide mechanism 
for use with steam-engines or-other motors 
which will enable a reversal of the direction 
of motion of the apparatus driven by the en- 
gine to be effected without reversal of the en- 
gine itself, and I design my invention for ns« 
more especially with traction-engines, so tliat 
the same may be moved forward or backward 
while the motor is being operated continu- 
o-.s!y in one direction. 

1. In combination with the main shaft of a 
motor and a worm-wheel, asecond shaft driven 
from said main shaft, the double worm on 
said second shaft in mesh with said wheel, and 
means for raising said shaft to lift one pari 
of said worm out of mesh with its wheel and 
fnr shifting said worm and then lowering the 
shatt to place another portion of the worm in 
mesh with the wheel, substantially as shown 
and.described. 

2. In combinatiun with the inain shaft of 8 
motor and a worm-wheel, a second shaft driven 
from said main shaft and jonrnaled at qai 
end in a pivoted box or bearing, the double 
worm slidable on said second shaft to mesh 
with said wheel, and the pivoted lever con- 
nected to said worm and to its shaft to more 
the latter on its pivot and to slide the worm, 
substantially as shown and described. 

3. In combination with the main shaft of a 
motor and a worm-wheel, a second shaft driven 
from the main shaft, the pivoted box jaumal- 
ing it at one end, the sliding block jourr altng 
it at its other, the worm on such second s'h^ft 
meshing with said wheel, the pivoted lever, 
.ind links conneotingthe same withsaidworht 
and with said sliding journaling-block. 

4. In combination, the main shaftot a trac. 
tion-engiae, the bevel-gear thereon, the trac- 
tion-wheel, the worm-wheel geared to the lat- 
ter, the second shaft having a bevel-gear 
meshing with the gear of the main shaft, and 
a double worm to mesh with said worm-whctl, 
the pivoted box jonrnaling one end of said 
second shatt, the slidable block journaling 
the other, and the pivoted lever connecte<| to 
said block and to said double worm, asshowq 
and described. 

5. In combination, the main shaft of a trac- 
tion-engine, the bevel-gear thereon, tho trao- 
tion-wheel, the worm-wheel geared to the lat- 
ter, the second shaft having a beveled- gear 
meshing with the gear of the main shaft, the 
doable worm to mesh with said worm-wheel 
the collar thereon, the pivoted box jonrnaling 
one end of said second shaft, the slidable blosk 
journaling the other end, the slotted standard 
in which said block is movable, the lever piv- 
oted to said standard, links connecting said 
lever, and the collar on the worm, all substan- 
tially as shown and desnribed. 

480,757. HENRY WHITE, BellviUe. 

Ohio Road-Loconnotive. Filed Jan. 3), 

1891. Patented Aug, 16, 1892. Serial 

No. 397,857, (No model.) 

My invention relates to improvements in: 
road-locomotives in which the motive power 
is applied to all four wheels, and the effects 
of my improvements are, first, to equally ap- 
ply the motive power to all four wheels iu 
any position that the locomotive is expected 
to take; second, to insure the perfect track- 
ing of the drive-wheels when turning as well 
as when going .straightforward or backward; 
third, to provide for ease and certainty of 
management; fourth, to reduce the top weight 
and balance the locomotive correctly; Bftb, 
to secure the greatest economy of power on 
all kinds of roads; sixth,. to remove all con- 
cnssion caused by sudden motion of the en- 
gine from machinery; seventh, to provide for 
the transmission of the power to the drive- 
wheels, so that the aolion of the boiler on the 
sprinjs does not bind the gearings. 

1. The combination, in a road-locomotive,' 
of sprocket-wheel L with coupling-joint on 
ball k, all substantially as set forth. 

2. In a road-locomotive, the combination 
of boiler A on shifting-block c with spiral 
screw 6, around which bevel-gear d is made 
to rotate by steam-power for. the purposcbf 
steering, substantially as set forth, for the 
purpose specified. 

3. The wheel D, having tho tire 44, providec 
with rim 43, and spur 45, all as set forth. 

4. The combination, in a road-locomotive, 
of cushion-wheel E with rubber cushions a 
on drive-wheel axles, substantially as set 
forth, for the purpose specified. 

5. In aroad-locomotive, thecombinedfasnd 
and foot lever provided with cross-bars and 
capable of rotary motion about an axis, in 
combination with geai^shifting devices for 
directing the course of the locomotive, as set 
forth. 

482,599. ISRAEL TOWNSEND, Ports- 
mouth, 'Va. Traction-Engine. Filed 
Dec. 17, 1891, Patented Sept. 13. 1«92. 
Serial No. 415.393. *fNo model.) 



TRACTION ENGINES 



643 



This iuvention relates to engines for use in 
the fields or upbn wagon-roads, and especially 
to means for increasing traction and for pre- 
venting the driving-wheels from sinkins or 
catting into soft or sandy earth. 

1. Th6Combination,withthediiving-wlieel, 
of an endless traetiOD belt passing around the 
same and lyingin the planeof its lowest con- 
tact-line for some distance in front of that 
line and devices oifering yielding resistance 
to the rising of the belt above that plane. 

2. The combination, with an engine-driving 
wheel, of a belt-pulley in its plane and nor- 
mally resting upon the same hori7X)ntal plane, 
a yielding support or bearing for said pulley, 
and a traction-belt passing aronnd both the 
drive-wheel and pulley. 

.3. Thecorabination,withthtf driviug u heel, 
of the pulley in f ront thereof, mounted in licks 
swinging upon the axle of the driving-wheel, 
and a traction-belt passing around both the 
driving-wheel and pulley. 

i. The combiuation.with the driving-wheel, 
the links swinginsabout its axis, and thopul- 
ley mounted-in the free ends of said links, of 
thetraction-beltpnr-bing aronnd both thedriv- 
ing-wheel and pulley and a spring offering 
yielding resistance to the pulley's swinging 
upward from its noimal position. 

5, The combination, with thedriving-wheel, 
of a pulley in the same plane mounted to 
swing about the wheel's center, an endless 
tractioo-belt passing around both wheel and 
pulley, and a spring offering yielding resist- 
ance to lifting the pnlley from the plane upon 
which the driving-wheel rests. 

C. Thecombination,witUthednving-wheelj 
of the pulley in the plane of the same, the 
pulley-guiding fork having the curved shaft 
sliding in fixed bearings, the nut resisting the 
slldingof said shaft in one direction, the spring 
coiled about the shaft and offering yielding 
resistance to its sliding in a contrary direc- 
tion, and a traction-belt passing around both 
pulley and driving-wheel. 

7. Thecombination, with thedriving-wheel, 
of the pulley in the same plane swinging in 
links mounted upon the as.le of the driving- 
wheel, the guiding-fork and curved shaft slid- 
ing in the fixed bearings, the spring resistine 
lifting of the pulley Iroiti the ground, and a 
traction-belt passing around bolh pulley and 
wheel. 

8. The combination, with the pnlley, the 
guiding-fork having the shaftslidingin fixed 
bearings, and the spring coiled about said 
shaft below one of said bearings, of the nut 
working upon saidshaf t to compress the spring 
and vary its tension. 

9. The combination.with thedriving-wbeelj 
links pivoted upon its axle, and a pulley 
mounted in the free ends of safd links, of de- 
vices for varying the distance of the pulley 
from said axle and a traction-belt passing 
around both the driving-wheel and pulley. 

10. Thecombination of the endless belt, the 
transverse bars or cleats fixed thereto, and 
the slightly-projecting steel plates fixed along 
the front edges of said cleats, substantially 
as set forth, 

482,678. ALFRED DREW, De Lisle, 
Ohio. Coupling-Pole. Filed Oct. 2, 
1891.. Renewed Aug. 15, 1892. Patented 
Sept. 13, 1892. Serial No. 443.075. (No 
model. ^ 

The Object ot my invention is to provide a 
simple, convenient, and inexpensive coup- 
ling-pole for connecting together two vehicles 
arranged inlineonebohind theother, or more 
particularly for coupling a wagon or agricul- 
tural machine to a traction-engine, so as to be 
moved from place to place by the latter, the 
coupling-pole having means thereon foi* read- 
ily and quickly adjusting the usual tongue or 
shaft of the vehicle or machine laterally to 
pi-operly direct and control its movements. 

1. A conpling-pole for detachably connect- 
ing two vehicles arranged one behind the 
other) consisting of a body portion, arms ex- 
tending laterally therefrom, a winding-drum, 
and a chain or rope guided by said arms and 
wound in opposite directions upon the drum, 
said chain or rope adapted to engage the 
tongue of one of the vehicles, substantially 
as described. 

2. A coupling-pole for detachably connect- 
ing two vehicles arranged one behind the 
Other, consisting of a body portion, laterally- 
extending arms near one end thereof, guides 
at the ends of the arms, a winding-drum, and 
a chain or rope passing over said guides and 
wound in opposite directions upon thedmm, 
said chain or rope adapted to engag^^ the 
tongue of one ot the vehicles, subsfantialiy 
as described. 

3. A coupling-pole for detachably connect- 
ing two vehicles arranged one behind the 
other, consisting of a body portion, lateral 

-arms having guide-j>nlleys at their ends, a 



'winding-drum mounted in standards above 
the arms, a hand-wheel, a chain or rope pass- 
ing over said pulleys and wound in opposite 
directions upon the drum, and a ring on the 
chain or rope adapted to receive the tongue 
of one of the vehicles, substantially as de- 
icribed. 

4. A coupling-pole for detachably connect- 
ing two vehicles arranged one behind the 
other, consisting of a body, arms extending 
laterally from the body near one end, gui^e- 
puUeys on the arms, standards, a drum and 
hand wheel carried by the standards, a chain 
or rope passing over the pulleys and wound 
in opposite directions upon the drum, a ring 
oft the chain or rope to receive the tongue of 
one of said vehicles, and a platform -on the 
pole-body adjacent to the hand-wheel, sub- 
stantially as described. 

483,281. CALVIN F.CHRISTOPHER, 

Spartanburg, S. C, assignor of one-haU to 
'David R. Duncau and Thomas C. Duncan, 
same place. Driving Mechanism for 
Road - Engines. Filed Dec. 2, 1891. 
Patented Sept. 27, 1892. Serial No. 
413,788. (No model.) 
This invention relates to improvements in 
traction-engines, and has special reference to 
the drive mechanism therefor, the objects in 
~iew being to provide a simple and cheap ar- 
rangement of gearing between the crank-shaft 
of the engine and the drive-axle, wliich mech- 
anism is adapted for exerting either power or 
speed, and is so constructed as to act as a 
brake in descending grades, whichbrake will 
be automaticallyappliedatanyattempt upon 
the part of the eu^ine to gravitate. 

1. The combination, with the crank-shaf- 
of a traction-engine, a gear mounted thereon, 
the drive-axle, and a gear mounted thereon, 
of an intermediate worm-gear mounted on the 
lower end ot the shaft and meshing with the 
gear of the axle, a toothed gear loosely mount- 
ed on the upper end of the shaft and engag- 
ing with the gear of the crank-shaft and 
having a toothed hub, and a toothed clutch 
mounted for sliding and non-rotatably on the 
shaft and provided with a lever for operating 
the*same, so as to engage the toothed hub of 
said gear, substantially as specified. 

2. The combination, with the crank-shaft 
of a traction-engine, a master-gear mounted 
thereon, and a pinion niounted looselyon the 
shaft and provided with a shifting-lever for 
throwing the same into a fixed position with 
the shaft, of a drive-axle, a gear thereon, an 
inclined power-shaft, a gear on the lower end 
of said power-shaft engaging that of the axle, 
a pinion fixed on the upper end of the shaft 
and adapted to engage with the pinion of the 
crank -shaft when the latter is drawn out- 
wardly by its shifting-lever, a toothed gear 
loosely mounted on the power-shaft and hav- 
■.ng a toothed hub and in mesh with the mas- 
ter-gear, a sliding clutch splined upon the 
power-shaft, toothed at its upper end, and a 
lever for throwing the same into engagement 
with the toothed hub of said gear, substan- 
tially as specified. 

3. The combination, with the crank-shafi 
of a traction-engine, a master-gear mounted 
thereon, and a pinion mounted looselyon the 
shaft and provided with a shifting-lever for 
throwing the same into a fixed position with 
the shaft, of a drive-axle, a gear thereon, an 
inclined power-shaft, a worm-gearon the lower 
end of said power-shaft engaging that of the 
axle, a pinion fixed on the upper end of the 
shaft and adapted to engage with the pinion 
of the crank-shaft when the latter is drawn 
outwardly byits shifting-lever, a toothed gear 
loosely mounted on the power-shaft and hav- 
ing a toothed hub and in mesh with the mas- 
ter-gear, a sliding clutch splined upon the 
power-shaft, toothed at its upper end, and a 
lever for throwing the same into engagement 
with the toothed hub of said gear, substan- 
tially as specified. 

484,828. DAVID S. STEWART, Mor- 
ris, Wis. Traction-Engine. Filed Dec. 21 , 
1891. Patented Oct. 25, 1892. Serial No, 
415,712. (No model. 1 
The invention relates more particularly to 
an improved form of traction-engine adapted 
for use in doing heavy hauling, such as for 
logging and similar purposes, capable of be- 
ing used in all kinds of weather and upon all 
^inds of roads. 

1 . In a traction-engine, one or more trucks, 
each provided with a single traction- wheel 
upon each side, traction-chains trained ovec 
said traetioQ-wheels, and means for giving in- 
dependent longitudinal motion to said chains,, 
substantially as set forth! 

2. A traction-engine comprising oneor more 
trucks, each provided with a single traction 
wheel upon each side thereof, traction-chains 
trained oversaidtraction-wheals, and dri vine 



mechanism comprising suitable gearing and 
independently - actuated sprocket - wheels 
adapted to engage with said traction-chains 
and to give a longitudinal movement thereto, 
substantially as set forth. 

3. In a traction-engine, a truck pi votally en- 
gaged with the boiler-support, traction-wheels 
located upon opposite sides of said truck, 
sprocket-wheels located in advance and in 
rear thereof, traction-chains trained over said 
traction and sprocket wheels upon each side 
of said truck, and means for giving an inde- 
pendent rotation to one of the sprocket-wheels 
upon each side of the tt-ock, substantially as 
and for the purposes set forth. 

I. In a traction-engine, a truck pi votallyen- 
gftgfld with the boiler-support, said truck be- 
ing provided upon each side with a traction- 
wheel loosely mounted uoon an axle, said 
traction- wheels being provided with periph- 
jral grooves or channels, toothed traction- 
;hains trained over said wheels and arranged 
to lio within said groovesorchannels, sprock- 
et-wheels located In advance and in reardf 
said traction-wheels and engaging with said 
chains, and suitable means for giving inde- 
pendent rotation to one of said sprocket- 
wheels upon each side of the truck, substan-; 
tially as set forth. 

5. In a traction-engine, a truck pivotallyen- 
gaged with the boiler-support, said truck be- 
ing provided on each side with atraction-wheel 
loosely mounted upon an axle, said traction- 
wheels beiogprovided with peripheral grooves 
or channels, toothed traction-chains trained 
over s^id wheels and arranged to lie within 
said grooves or channels, sprocket-wheels lo- 
cated in advance and in rear of said traction- 
wheels and engaging with said chains, one of 
said sprocket>-\i'heels upon each side of the 
truck being mounted upon a stud-shaft slid 
ingiy engaged with the truck-frame, and suit 
able means for giving independent rotatio: 
to the other sprocket-wheel upon each sideoi 
the truck, substantially as set forth. 

6. A traction-engine comprising trucks piv- 
otally engaged with the boiler-supports, each 
of said trucks provided with independently- 
actuated traction devices upon its opposite 
sides, and mechanism for transmitting motiop 
from the traction device upon each side of 
one track to the traction device upon the op.- 
posite side of the adjacent truck, substantially 
as set forth. 

7. A traction-engine comprising trucks piv 
otally engaged with the boiler-supports, each 
of said trucks provided with independently- 
actuated traction devices upon its opposite 
sides, and mechanism for transmitting mo- 
tion from the traction device upon each aide of 
one trnck to the traction device upon ^he op- 
posite side of the adjacent truck, said mech 
anism comprising revoluble shafts composed 
of two or more sections slidingly engaged 
with each other and having universal-join I 
connections with said traction devices at its 
front and rear ends, substantially as set forth. 

8. A traction-engine comprising trucks piy- 
otally engaged with the boiler-snpport.s,eac|i 
of said trucks provided with independently- 
a'ctuated traction devices upon its opposite 
sides, mechanism for transmitting motion 
from the traction device upon each side of 
one truck to the traction device upon the op- 
posite side of the adjacent tru^k, and means 
ior preventing vertical oscillation or play of 
said trucks, substantially as described. 

9. In a traction-engine, the combination, 
with the boiler and a truck pivotally engaged 
therewith, of a platform secured to the boilei 
and provided with independently-operating 
engines, independent traction devices locate^ 
upon opposite sides of said truck, and flexi- 
ble connections between said independent 
engines and said traction devices, substan- 
tially as described. 

10. In a traction-engine, the combination, 
with the boiler and atruck pivotally engaged 
therewith, of a platform secured to the boiler 
and provided with independently-operating 
engines, independent traction devices located 
upon opposite sides of said truck, flexible 
connections between said independent en- 
gines and said traction devices, and means 
for retarding the motion of one of said en- 
gines without affecting the operation of the 
other, substantially as described. 

II. Atraction-enginecomprisingtruckspiv- 
otalty engaged with the boiler-supportp, each 
of said trucks provided with independently- 
actuated traction devices upon its opposite 
sides, mechanism for transmitting motion 
from the traction device upon each side of 
one track to the traction device upon the op- 
posite side of the adjacent truck, a platform 
secured to the boiler and provided with inde- 
pendently-operating engines, and flexible con- 
nections between said engines and the trac- 
tion mechanism upon one of said trucks, sub- 
stantially as described. 

12. In a traction-engine, the combination. 



644 



TRACTION ENGINES. 



with the boiler and a truck pivotally engaged 
therewith, of a platform eeourecl to the boiler 
and provided with, independently-operating 
engines, Independent traction devices located 
upon opposite sides of said truck, flexible con- 
•neetions between said independent engines 
and said traction devices, and a reciprocat- 
ing bar provided with friction devices at ita 
opposite ends adapted for engagement with 
the engine upon either side of the platform, 
and a lover for throwing said friction devices 
into or out of operation, snbstantially as de- 
scribed. 

13. A traction device for road-engines, com- 
prising a traction-wheel, sprocket-wheels ar- 
ranged to revolve in the same plane with and 
upon opposite sides of said traction-wheel, 
one of said sprocket-wheels being operatively 
engaged with suitable driving mechaniBm, 
and a traction-chain trained over said trac- 
tion and sprocket wheels. Substantially as 
set forth. 

14. A traction device tor road-engines, com- 
prising a traol^lon- wheel loosely jonrnaled 
upon an axle and provided with a oircamfor- 
ential groove, two sprocket-wheels arranged 
to revolve in the same plane with bnt upon 
opposite sides of said traction-wheel and one 
of said sprocket-wheels being operatively en- 
gaged with suitable driving mechanism, and 
a traction-otain trained over said crnotion 
and sprocket wheels, tubstantislly as set 
forth. 

484.829. DAVID S. STEWART, Mor- 
ris, Wis. Traction-Engine. Filed May 
11, 1892. Patented Oct. 25, 1892. Serial 
No. •1.32.554. (No model.) 

ay my improvements 1 am enabled to con- 
strncta very corapactand simple form of actu- 
ating mechanism for communicating motion 
to the traction devices ancl :^m enabled to dis- 
pe:is© entirely with the engines upon one side 
of the machine, the traction devices at both 
sides of the machine beingoperatod from the 
engines at one side of the boiler instead of 
necessitating tho use of separate engines fcr 
actuating the traction devices at each side of 
the machine. 

1. in a tractTon- engine, the combination, 
with the boiler and aotnating-engine, of one 
or more trucks provided upon opposite sides 
with suitable traction devices, each compris- 
ing a suitable traction-wheel, a traction-chain 
trained over tho same, and a drive-wheel for 
oper^iting said chain, two shafts upon which 
said drive-wheels are mounted, and a differ- 
ential gear oetween the cranli-shaft of the 
engine and said shafts, substantially as and 
for the purpose described. 

2. In B traction-engine, the combination 
with the boiler, the engine, and its crank- 
shaft, of two trucks connected together at 
their adjacent ends by diagonal rods, traction 
devices upon opposite sides of each of said 
trucks, each of sb'^i devices comprising a trac- 
tion-wheel, a chain trained over said wheel, 
and a drive-wheel for giving a longitudinal 
motion to said chain, two shafts extending 
transversely and arranged end to end in each 
truck and each carrying the drive-wheel at 
one side of the truck, and a. differential geai 
connectingtheadjaceatendsof the said trans- 
verse shafts in each truck with one end of the 
crank-shaft of the engine, substantially as de- 
scribed. 

3. In a traction - engine, the combinatiuu, 
with the boiler, the engine, and its crank- 
shaft, of two trucks flexibly cbnr.ected to- 
gether at their adjacent ends by diagonally- 
arranged rods, traction devices located upon 
opposite sides of each of Sfvid trucks and each 
comprising a traction-wheol, a traction-chain 
trained over said wheel and an aotuating- 
wheel engaged with said. chain, transverse 
shafts arranged end to end and in line with 
each other in each truck and each carrying 
at its outer eud one of the said drive-wheels, 
sleeves having sliding engagements with op- 
posite ends of the crank-shaft of the engine, 
but uon-rotative thereon, and a differential 
gear connecting each of said sleeves with the 
transverse shafts in one of the trucks, sub- 
stantially as and for the purpose described. 

484.830. DAVID S. STEWART, Mor 
ris, Wis. Traction-Engine. Filed May 
23,1892. Patented Oct. 25, 1892. Serial 
No. 434,016. (No model.) 

The oDjectot my invention is to provide an 
improved form of traction mechanism for 
traction-engines Inat shall be at once simple 
and strong in construction and easily appli- 
cable to traction-engines of various makes or 
styles with but sliglit modification in thecon- 
strnctionorarrangementof the working parts 
of the same. 

1. The combination, with the traction- 
wheels of a traction-engine, of a traction-chain 
passed around the lower part of the periph- 
eries of said wheels and snitablo actuating 



gears mounted directly upon the crank-shaft 
of the engine and adapted for engagement 
with said chains, substantially as described. 

2. The combination, with the traction- 
wheels of a traction-engiue,of traction-chains 
passed around the lower part of the periph- 
eries of said wheels, said chains comprising 
links provided with projecting teeth and with 
openings between said teeth, and suitable act- 
nating-gears mounted directly aponthecrank- 
shaft of the engine and adapted for engage- 
ment with the said links, substantially as de- 
scribed. 

3. The combination, with the traction- 
wheels of a traction-engine, of traeti,on-ohain8 
passed around the lower parts of the periph- 
eries of said wheels, flanges on said wheels, 
between which said chains are arranged to 
run, and suitable aotuating-gears mounted 
directly upon the crank-shaft of the engine 
and adapted for engagement with the teeth 
of said traction-chains, substantially as de- 
scritred. 

486,481. HARRY W. LASTER, Chica- 
go, III. Steam Road-Roller. Filed 
Aug. 20, 1892. Patented Nov. 22, 1892. 
Serial No. 443,563. (No model.) 
My inven;ion relates to certain improve- 
ments in steam-rollers, relating more particu- 
larly to a steering apparatus by means of 
which said rollers can be governed with but 
little effort on the part of the operator, tho 
device beingsneh that the work of turning 
the steering-wheels of the roller is done by 
tho driving mechanism or power of the ma- 
chine, the work of the operator being merely 
to throw such driving mechanism into en- 
gagement with the steering apparatus. 

The present invention is iu the nature of 
an improvement upon a prior invention for 
which I have heretofore made application for 
Letters Patent, said application having been 
filed on May 18, 180S, and designati^d by the 
Serial No. 433,458. 

1. The combination, with asteam-rollerhav-" 
ingthe driving-shaftCand the steering-screw 
K, of a shaft N, geared to the driving-shaft 
.and bearing two loose gears ?i' n^, a gear «', 
connected with the screw K and engaging 
with both of the gears n' n?, and a frietioi 
device adapted to engage either of the gears 
ii' n' with the. shaft N, substantially as de- 
scribed. 

2. Th6combination,witha steam-roller hav- 
ing the shaft C and steering-screw K, of the 
shaft N, connected withtheshaft Cand driven 
thereby, two loose gears n' n' upon the shaft 
N, and having internal-coned surfaces upon 
their adjacent faces, a double male friction- 
cone P, feathered to the shaft N between said 
gears and provided with means for engaging 
it alternately with their internal-coned sur- 
faces, and a gear Ic, engaging with both ot ttie 
gears n' vf and connected with the screw "K, 
substantially as described. 

3. The combination, with a steam-roller hav- 
ing the driving-shaft C and tho screw K, of 
the gear c, the pinion m, the shaft M, the gear 

"', the gear n, the shaft N, the gears n' n?. 
the cone P, and the gear &, substantially as 
described. 

489,811. BENJAiVIlN HOLT, Stockton, 

Cal. Traction-Engine. Filed Aug. 9. 

1892. Patented Jan. 10, 1893. Serial 

No. 442.634. rNo model.) 

JVly invention relates to tnat ciass of en- 
gines known as "traction engines" and par 
ticularly to that class in which the power of 
the engine is diiecl.^d solely to the progres- 
sion ot wheels npon which the frame of the 
3ngineand boiler are mounted. 

My invention consists of a series of sprocket 
vheels and gears which, by means of link 
belts, serve to connect the bearing wheels 
ivith the driving shaft of the engine, and of 
an arrangement of lovers whereby the motor 
power may be easily and readily, in whole 
3r in part, disconnected from the bearing 
wheels, also in the construction and combi- 
nation of other devices which I shall herein- 
after describe and specifically claim. 

1. In combination with the main ^.'ame of 
a traction engine suitably mounted on sup- 
porting traction wheels, a guiding wheel and 
its frame and attached to the front beam of 

:he main frame, a suitable steering mechan- 
ism for such guiding wheel, consisting of a 
two part link belt I attached at radial points 
to the periphery of the turning ring of the 
frame of the guiding wheel, and engaging 
with the upper portion of a two part hori- 
zontal sprocket v/heel/, seated on a support- 
ing bench i, attached to tliebeam h, tho rear- 
wardly extending link belt, e, actuating the 
lower portion of the double sprocket wheel/, 
and comprehending a sprocket wheel on the 
lower end of a standard c tlic standard c hav- 



ing a sprocket wheel at its head engaging 
with a rearwardly extending link belt h, the 
said belt ?), and the standard or shaft having 
a sprocket wheel in engagement with the 
belt 6, and also having the hand wheel a, all 
substantially as set forth. 

2. The combination in a traction engine ol 
the main bearing frame having mounted 
thereon the traction wheels, the front guiding 
wheel and frame attached to the front of the 
main frame, the boiler mounted on the main 
frame, the platform O located at one side of 
the boiler, a suitable mechanism for control- 
ling the front guiding wheel from the plat- 
form O, the rear platform O' at right angles 
to the platform O, the brace rod Z' attached 
at its upper end to the platform O', and its 
lower end to a platform Z, the platform Z, at- 
tached at its front to' drop standards Z', and 
the drop standards Z" attached to the rear 
ends of the inner beams C, all substantially 
as shown and described. 

3. The combination substantially as de- 
icribed of the main frame having the boiler 
ind traction wheels mounted thereon, the 
front guiding wheel and frame, attached to 
the front of the main frame, a suitable mech- 
anism for controlling the front guiding wheel, 
the platforms O and O', and the ladder Y at- 
tached at its lower end to the rear beam of 
the frame and at its upper end to the plat- 
form 0. 

4. In a traction engine,asupportingfrarae, 
having mounted thereon the boiler and suit- 
able traction wheels, and a guiding wheel and 
frame attached at its front, a suitable mech- 
anism for controlling the guiding wheel, and 
a traction gearing consisting of sleeves on the 
crank shaft, suitable means tor operating such 
sleeves from the crank shaft, the sprocket 
wheels I, attachedto the endsofsuch sleeves, 
the link belts J, the sprocket wheelsKonthe 
shaft K', the shaft K' having its bearicgs 
mounted on the beams C, the .sprocket wheels 
L on the outer ends of the shafts K', the link 
belts M, the sprocket wheels N attached to 
the spokes of the traction wheels, all operat- 
ing substantially as shown and specified. 

5. The combination, with the crank shaftof 
a traction engi ne, of the fly wheels F provided 
with grooves or channels F' on their inner sur- 
faces, the brake blocks TI adapted to engage 
with the fly wheels F at the grooves F', the 
braces V, the inner sleeves T upon the crank 
shaft and provided with feathers ;p on their 
surfaces, the hangers X provided with center 
tighteners or turnbuckles X', the outside 
sleeves k upon the inner sleeves T and pro- 
vided with grooves adapted to engage with 
the feathers p, the sprocket wheels 1 ai>on 
the ends of the sleeves T, suitable connecting 
belts and gearing from the sprocket wheels I 
to the traction wheels, and a suitable mech- 
anism controlling the sleeves k^ all Substan- 
tially as shown and described. 

6. The combination with the crank sbsft 
and fly wheels of a traction engine, of the 
brake blocks U, the braces V, the sleeves T 
and k, the hangers X, the sprocket wheels I 
upon the ends of the sleeves T, suitable gear- 
ing and link belts connecting such sprocket 
wheels with the traction wheels of the engine, 
the swinging bai-s n flexibly attached to the 
sleeves k and to a cross bar S', the cross bar 
S' mounted npon standards S', the flexible 
arms m attached to the bars n and to tho 
boiler, the brake rods S and S^ the rock shaft 

,Q suitably mounted on the platform and 
boiler and provided with the arm o, engaging 
with the rod S', the lever P rigidly attached 
to the rock sliaft Q, and the lever E flexibly 
attached to the shaft Q and engaging with 
the rod S, all operating substantially as de- 
scribed. 

7. In a traction engine, the combination 
with the boiler, the steam doine A^, located 
at the rear end of the boiler, and the angular 
pipe section A^, attached to and communicat- 
ing with the ateara dome A', of the angular 
pipe section (, flexibly connected to the pipe 
section A', and comprising two flexibly con- 
nected sections; the said pipe sections A', and 
', being adapted to lead steam from the boilei 
to a supplemental engine on a thrasher con- 
nected to the traction engine, snbstantially as 
and for the purpose set forth. 

8. In a traction engine the combination of 
the main frame, the traction wheels and boiler 
mounted thereon, a guiding wheel and frame 
suitably attached to the front of the main 
Irame, means for controlling such guiding 
wheel, a system of sprocket wheels and link 
belts for the progression ot the traction wheels 
and connecting the same and the crank shaft 
together, suitable levers and rods for con- 
trolling the same, the smokestack and steam 
dome located at the rear end of the boiler, 
and a steam supply pipe, provided with flexi- 
ble joints, attached to the steam dome and 
adapted to supply steam to an auxiliary en- 

.^ine located oa an accompanying traveling 



TRACTION ENGINES. 



645 



thrasher all arranged and operating substan- 
tially as described. 

9. lu a traction engine, means for commu- 
nicating power from the crank shaft, consist- 
ingof brake blocks impinging upon the inner 
surfaces of the fly wheels, flexible braces at- 
tached to such blocks, and to sleeves, on the 
ovank shaft, the said sleeves provided with 
sprocket wheels, a suitable system of link 
belts and sprocket wl^eols connecting such 
sprocket wheels with the traction wheels, and 
a system ot levers and rods controlling such 
sleeves, all substantially as described. 

10. The main frame, composed of the beams 
C, C, C^, and ft, the traction wheels B, a suit- 
able guiding wheel and frame attached to the 
front of the main frame, the platform O, O' 
attached to the side and rear of the boiler, the 
boiler A mounted upon tho main frame, and 
the smoke stack A' and steam dome Allo- 
cated at the rear of the boiler A. 

11. In a traction engine, substantially as 
described, the combination with the main 
frame, and the traveling or bearing wheels B; 
of the shaft G, the wheels F, fixed on said 
shaft and having tho grooves or channels F'. 
the sleeves T. mounted and adapted to slide 
upon the shaft G, the braces V, connected to 
the sleeve T, and carrying the brake blocks 
or shoes XJ, at their outer ends, the hangers 
X, a suitable means for adjusting the sleeves 
T, with respect to the wheels F, and mechan- 
ism intermediate the sleeves T, and the bear- 
ing^ or traveling wheels B, substantially as de- 
.<*cribed. 

489,865. CHARLES O. HEGGEM, 

Massillon, Ohio, assignor to the Russell 

& Co. , same place. Steering Apparatus 

for Traction-Engines. Filed June 13, 

1892. Patented Jan. 10, 1893. Serial 

No. 436.602, (No model. ) 

My iuventlon relates to an improvement in 

steering apparatus for traction engines, the 

object ot which is to provide means by which 

the engine may be coupled with the steering 

apparatus to turn the guide wheels in desired 

direction, that is interchangeable with a hand 

mechanism, or that iLay be used conjointly. 

1. The combination in a steering appa- 
ratus for traction engines of the shaft C, sup- 
porting frame A, wheels D, loosely mounted 
on said shaft, a clutch J to slide on and ro- 
tate with said shaft to engage said wheels, a 
lever to move the clntoh into such engage- 
ment, a driving wheel E having teeth to en- 
gage similar teeth on the wheels D, and a se- 
ries of sprockets d, about its periphery to en- 
gage a driving chain X, that has a similar 
engagement with the wheel F, on the engine 
shaft G, substantially as described and toe 
the puipose set forth. 

2. In combination, the suitably. jonrualed 
fiteering shaft provided with two loosely jou r- 
"naled gear wheels, a clutch mounted on said 
shaft to rotate thereon and slide into en- 
gagement with either of the aforesaid wheels, 
a driving wheel located between said gear 
wheels and continuously rotating them in op- 
posite directions and means tor shifting the 
clutch Into engagement with either ot the 
said gear wheels substantially as set forth. . 

3. In combination, the snitably , journaled 
steering shaft C, two bevel gear wheels 
loosely jonfnaled' thereon, a sliding clntch to 
engage either ot said wheels, a driving ge^ir 
meshing with said bevel gears, an overhang- 
ing arm having a web r, a lever f nlcrumed on 
daid'arm and a loop spring M, secured to said 
lover and having its branches engaging tho 
opposite sides of said web whereby the clutch 
is'; normally held out of engagement with 
either of the bevel gear wheels, substantially 
as set forth. 

491,385. JAMES A. STOUT, Belle- 
ville, III., assignor to the Harrison Ma- 
chine Works, same place. Tracton- 
Engine. Filed Oct. 18, 1892. Patented 
Feb. 7, 1893. Serial No. 449,292. (No 
model. ) 

The object of the irivention is to provide 
certain new and useful improvements in-trac- 
tion engines, whereby the machine can be 
propelled at a high or low rate of speed, and 
readily changed by the engineer .from one 
3peed to the other, without removing or rear- 
ranging any of the parts, the low speed per- 
mitting cir Mlo^ing the engine a short or mini- 
mum distance for lightening the driving belt 
or for othet purposes. 

A further object of the invention is to pre- 
vent overheatiugof the journals of the driv- 
ing shaft. 

The invention consists principally ot two 
diSerential driving pinions adapted to mesh 
with the traction gearing, and the larger pin- 
on being recessed to lit over and inclose the 
smaller pinion. 



The invention lurther consists oE a gear 
wheel tor tho traction gearing and adapted to 
be shifted in the arc of a circle to move it in 
gear with a piniop on the driving shaft, pr', 
adapted to be engsjged by the second driving 
pinion, at the same time remaining in gear- 
with the traction gearing. 

The invention further consists of a belt pul- 
ley secured on the driving shaft, and g, fric- 
tion pulley adapted to engage the rim of the 
belt pulley and pressed on b> springs, in line 
with tho driving shaft, to relieve the bearings 
of the latter of any side strain, to prevent 
over-heating of the bearings. 

The invention further consists of a gear 
wheel mouiited to slide on and to turn with 
the friction pulley pressed on by springs to 
make frictional contact with the belt pulley, 
and a shifting mechanism for imparting a 
sliding motion to the said gear wheel and for 
releasing the said friction pulley from the belt 
pulley. 

The invention also consists ot certain parts 
and details, and combinations ot the same, as 
will be hereinafter described and then point- 
ed, out in the claims. 

1. A traction engine provided with differ- 
ential driving pulleys adapted to connect with 
the traction gearing to impart either a slow 
or a high speed to the engine the larger pin- 
ion being recessed to fit over and inclose the 
smaller pinion, substantially as shown and 
described. 

2. The combination in a traction engine 
with the drive shaft provided with a belt pul- 
ley carrying a smalt pinion, a friction piillej' 
mounted on the hub of the belt pulley and 
adapted to be rotated from said belt pulley, 
and a recessed pinion keyed to the hub ot the 
friction pulley to rotate therewith and slide 
toward said small pinion and inclose it, ot a 
gear wheel forming part ot the traction gear- 
ing lying in the plane of thesmall pinion and 
movable on the arc of a circle into mesh with 
either ot said two pinions, substantially as 
sot forth. 

3. A traction engine provided with differ- 
ential driving pinions actuated from the main 
driving shaft, and a gear wheel for tht^ trao- 
cion gearing and adapted to be shifted in the 
arc ot a circle to move it in gear with tho 
smaller of the said driving pinions, or to re- 
lain the said gear wheel in an outermost po- 
sition to permit of moving the larger driving 
pinion in gear with it^ substantially as shown 
and described. 

4. A traction eugine provided with a belt 
pulley secnred on tho driving shaft, and a 
friction pulley adapted to engage the said 
belt pulley and pressed or; by springs in lino 
with the driving shaft to relieve the bearings 
ot the latter of any side strain, to prevent 
over-heating, substantially as shown and de- 
scribed. 

5. In a traction engine, the combination 
with a belt pulley, ot a friction pulley in fric- 
tional contact with the said belt pulley, 
springs pressing on the said friction policy, 
in line with the driving shaft to hold the fric- 
tion pulley in contjict with the belt pulley, 
and a shitting devirc for moving the said fric- 
tion pulley out of contact with the belt pulley, 
substantially as shown and described. 

6. In a traction engine, the combination 
with a main driving shaft, a small driving 
pinion, and abeUpuUey, both secured on the 
said shaft, of ik friction pulley adapted to 
move in frictional contact with the said belt 
pulley, springs arranged longitudinally in the 
hub of the said belt pulley, and blocks pressed 
on by the said springs and engaging the face 
of the said pinion, substantially aashown and 
described. 

7. In a traction engine, the combination 
with a main driving shaft, a small driving 
pinipn and a belt pulley, both secured on the 
said shaft, ot a friction pnlloy adapted to move 
in frictional contact with th© said belt pulley, 
springs arranged in the hub of the saiti belt 
pulley, blocks pressed en by the said springs 
and engaging the face of the said pinion, and 
a second driving pinion mounted to slide on 
and to turn with the hub of the said friction 
pulley, substantially as shown and described. 

8. In a traction engine, tho combination 
with a main driving shaft, a small driving 
pinion and a belt pulley, both secured on the 
said shaft, of a friction pulley adapted to 
move in frictional contact with the said belt 
pulley, springs arranged in the hub ot tho 
iaid belt puUey, blocks pressed on by the sa.id 
iprings ^and engaging the face of the said 
pinion, a second driving pinion mounted to 
slide on and to turn with the hub of the said 
friction pulley, and a shifting mechanism for 
imparting a sliding motion to the said second 
drivingwheel, substantially as shown and do- 
scribed. 

0, In a traction engine, the combination 
with a main driving shaft, a small driving 



piiiiun and a oelt pulley, both secured on tho 
said shaft, of a friction pnliey adapted to 
inove in frictional contact with the said belt 
pulley, sprihgs arranged in the hub ot the 
said belt pulley, blocks pressed on by the said 
springs and engaging tlie face ot the said 
pinion, a second driving pinion mounted to 
slide on and to turn with the hub ot the said 
friction pulley, a shitting mechanism for im- 
parting a sliding motion to the said second 
driving pinion, and means for connecting 
the said second driving pinion with the said 
friction pulley to move the latter out of fric- 
tional contact with the belt pulley at the time 
the shifting mechanism is actuated beyond 
its normal position, substantially as shown 
and described. 

• 10. In a traction engine, the combination 
with a segmental guideway, of a bearing fit- 
ted to slide in the said guideway and carry- 
ing a gear wheel, a lover tor moving the said 
tearing in the said gaideway, and a locking 
mechanism for locking the said bearing in 
position in its guideway, substantially as 
shown and described. 

11. In a traction engine, the combination 
.with a bearing for a gear wheel and having 

recesses, of a segmental guideway in which is 
fitted to slide the said bearing, a bolt fitted 
to slide in the said gnideway and adapted to 
ennfage either ot the said recesses in the bear- 
ing, a lever for shifting the bearing, and a 
hand lever for shifting the bolt, substantially 
as shown and described. 

12. In a traction engine, the combination 
with a beAriug for a gear wheel and having 
recesses, of ji segmental guideway in which 
is fitted to slide thesaid bearing, a bolt fitted 
to slide in the said guideway and adapted to 
engage either of thesaid recessesin the bear- 
ing, a lever for shifting the bearing, a hand 
lever for shifting the bolt, and a spring press-' 
in*g on the said bolt to hold the latter in en- 
gagement with either of the said recesses, as- 
set forth. 

491,846. LOGAN M. MEDLIN, La- 
tham, Mo. Traction-Engine. Filed Apr. 
14, 1892. Patented Feb. 14, 1893. Se- 
rial No. 429,140. (No model.)' 
The object of the invention is to provide a 
new and improved traction engine, which is 
simple and durable in construction and ar- 
ranged to impart power to all four wheels si- 
multaneously, at the same time permitting 
steering ot the engine at the tmat wheels. 

1. The combination with the main driving 
shaft having a small loose gear E and a larger 
loose gear E', and clutches for connecting 
either gear with the shaft, of the large and 
small connected gear wheels E^ E' meshing 
with gears .E F/ respectively, a transverse 
shaft F havingagearE' turning loosely there- 
on and meshing with gear E', bevel pinions 
mounted in the web of gear E^ and meshing 
at their outer sides with a gear wheel F' se 
cured to shaft F, and at their opposite sides 
meshing with a gear G' on the face of a nio- 
lon G turning loosely on shaft F, gearing con- 
necting the pinion G with the rear traction 
wheels and gearing connecting the gear wheel 
F'with the front traction wheels,8abstantially 
as set forth. 

2. The combination with tho front axle and 
the wheels turning on the ends thereof and 
having gear wheels A' A*, of two short shafts 
P P below and parallel with the axes of the 
wheels and having pinions V V meshing with 
said wheels A^ A* and provided at their inner 
ends with bevel gears I' V, a vertical shaft H' 
tirovided. with an upper and a lower horizon- 
tal bevel wheel V P meshing respectively 
with wheels 1' I', and provided on their ad- 
jacent faces with smaller- bevel gears 1 1', a 
horizontally turning toothed wjieel having 
bevel pinions H^ H* in its web and meshing 
with the bevel gears 1 1' and gearing connect- 
ing- the horizontal toothed wheel with the 
drive shaft, substantially as set forth. 

3. In a traction engine, the combination 
with a main drive shaft, of short shafts ex- 
tending transversely and mounted to rotate 
on the front axle, gearing tor connectiogthe 
said short shafts with the front drive wheels, 
a compensating and driving gearingeonoect- 
ed with the said short shafts for rotating the 
same, sprocket wheels and chain connected 
with the said compensating and drivinggear- 
ing, and a transversely-exteuding shaft con- 
heeted with one ot the said sprocket wheels 
ind connected with the main driving shaft, 
-substantially as shown and described. 

4. In a traction engine, the combination 
with a main drive shaft, of short shafts ex- 
tending transversely and mounted to rotate 
on the front axle, gearing for connecting the 
said short shafts with the front drive wheels, 
a compensating and driving gearing connect- 
ed with the said short shafts for rotating tho 
same, sprocket wheels and a chain connected 
with the said compensating and driving gear 



e-is 



TRACTION ENGINES 



ing:, a transversely-extending shaft couneeted 
with one of the said sproclcet wheels and con- 
nected with the main driving shaft, and in- 
termediate mechanism for connecting the 
saiddriveshaftwith thelast mentioned trans- 
verse shaft, substantially as ^hown and de- 
scribed. 

5. In a traction engine, the combination 
with the rear axle shaft carrying the- rear 
wheels, of bevel gear wheels secured on the 
said axle shaft, a gear wheel mounted to ro- 
tate loosely on the said axle shaft and pro- 
vided in its web with pinions in mesh with 
the said bevel gear wheels, a gearing con- 
nected with tlie said large gear wheel rotit- 
ing loosely on the said rear axle shaft, and a 
main driving shaft connected with the said 
gearing, substantially as shown and de- 
scribed. 

492,303. GCORGE D. LOWRY, 

Wheeling, Mo. Traction-Engine. Filen 
Oct. 13, 1892. Patented Feb. 21, 18W 
Serial No. 4'i8,r'i8. (No model.) 

Myjnvontion relates to traction engines and 
has for its objects to provide for relieving 
the boiler and engine from injurious strains 
by mounting them independently of each 
other upon a channel bar iron frarneof light, 
compact and durable construction; to gear 
the engiue crank shaft directly with the spur 
gear of differential or compensating gear- 
ing that is supported upon'a countershaft 
mounteu in bearings on said frame and hav- 
ing pinions geared with the rear wheels 
which are arranged for traction purposes; to 
relieve the boiler jicad and engineer's plat- 
form from all shafting and gearing whereby 
ample room is afforded for safely operating 
the machine; to provide an improved and re- 
liable mechanism for leveling the boiler and 
machine frameon slopingand uneven ground 
and to distribute the weight of the machine 
in ascending hills; and to generally improve 
the construction and relative arrangement of 
parts in a traction engineer road locomotive 
as hereinafter more particularly set forth. 

1. In a traction engine, the combination of 
a frame composed of parallel channel bar 
irons having thoirforward portions converged 
at a point between the traction wheels and 
steering wheels to afford room 'or operating 
said steering wueelsaud having the rear por- 
tions of said channel bar irons dropped down 
tosupportthe engineer's platform,"cross-bars, 
straps or btjces ronnecting said channel bar 
irons, an engine supported on the forward 
portion of said frame and having a crank 
shaft provided at one end with a belt pulley 
and at its other end with a spur pinion, means 
for shiftingsaid pinion, aoonntershaft monnt- 
edontheframeandhavingpinionsateachond 
geared with the traction wheels, differential 
<Sr compensating gearing supported on the 
countershaft and comprising a spurgear with 
which the pinion on the engine shaft is adapt- 
ed to be directly engaged, and a boiler sup- 
ported above and independent of the engine 
on standards carried by the machine frame, 
substantially as described. 

2. In a traction engine, the^combinaLion 
with the traction wheels having Internal gears, 
and a frame' composed of channel bar irons 
and provided with bearings or boxes for the 
axle of the traction wheels, of an engine hav- 
ing a erank shaft prpvided with a belt pulley 
at one end and having a spur pinion mounted 
on its other end, a counterehaft supported in 
bearings or boxes carried by the frame, spur 
pinions mounted on the opposite ends of saif' 
countershaft and meshing with the internal 
gears of the traction wheels, and differential 
or compensating gearing mounted on the 
countershaft and comprising a spur gear with 
which the pinion on the engine crank shaft 
is adapted to Ije engaged, substantially as de- 
scribed. 

3. In a traction engine, the combination 
with the traction wheels havinginternal gears, 
and an engine having a crank provided with 
a belt pulley at one end and having a spur 
pinion mounted on its other end, of a coun- 
tershaft intermediate the said traction wheels 
and engine crank shaft, a spur pinion rigidly 
mounted on one end of said countershaft to 
mesh with the internal gear of one of the 
traction wheels, a spur pinion loosely mounted 
on the other end of said countei'shatt to mesh 
with the intern? 1 gear of the other traction 
wheel, said loosely mounted pinion being pro- 
vided on .one side with a disk havingaseries 
of recesses, a bevel gear loosely mounted on 
the countershaft and provided with a series 
of recesses registering with the recesses in 
said disk, springs located in said recesses, a 
bevel gear rigidly mounted on the counter- 
shaft, a spur gear loosely mounted on the hub 
of said rigidly mounted bevel gear and mesh- 
ing with the pinion on the enginecrank shaft, 
and a series of bevel pinions carried by said 

-spur gear and meshing with the bevel gears 



on the countershaft, substantially as de- 
scribed. 

4. In a traction engine, the combination 
with the traction wheels and theengiuecrank 
shaft having a spur pinion on one end, of a 
countershaft geared with the traction wheels, 
and a differential or compensating gearing 
mounted on said countershaft and compris- 
ing a spur gear meshed with the pimon on 
the engine crank shaft and springs located in 
recessed portions of the differential gearing, 
•jubstantially as described. 

5, In a traction engine, the combination of 
a frame composed of channel bar irons, a 
boiler supported on standards carried by said 
frame, braces depending from the forward 
portion of said frame, a bed or plate sup- 
ported by said braces below the forward axle, 
a vertical screw spindle having its lower end 
stepped in said plate and its upper end jour- 
naled in a cross-bar of the frame, means for 
rotating said screw spindle, a.box suspended 
in the central slotted portion of the forward 
axle and provided in its opposite sides with 
vertical recesses, an elongated nut or inter- 
nally threaded sleeve located in said Box sur- 
rounding the screw spindle and provided 
with a collar having check lugs engaged 'u 
the recesses of the box, a spring located in 
the box and surrounding the sleeve below its 
collar, and a ring cover for said box,snb3tan- 
tially as described. - 

G'. In a traction engine, the combination of 
a forward vertically slotted or divided axle, (i 
frame having braces depending from its for- 
ward portion, a bed or plate supportecf by 
paid braces, a vertical screw spindle stepped 
in said plate and having its upper end joor- 
naled in a cross bar of the frame, an oscillatory 
box suspended in the slotted portion of the 
axle and provided with internal vertical 
grooves or recesses, an elongated nut or inter- 
nally threaded sleeve located in said box, sui^ 
rounding the screw spindle and provided with 
a collar having check lugs engaged in the re- 
cesses of the box, a spring located in the box 
befow the collar of the sleeve, a worm wheel 
secured to the screw spindle, a worm shaft 
and bevel gearing for actuating said worm 
shaft from the rear end of the machine, sub 
stantially as described. 

7. In a traction engine, the combination ot 
a frame ooi^posed ot parallel longitudinally 
arranged channel bar irons connected by cross 
bars or braces and having their forward ends 
contracted or converging, traction wheels se- 
cured to an ajile journaled in bearifigs or 
boxes on the rear portion of said frame, a ver- 
tically slotted forward axle provided with 
fiteering wheels, braces depending from the 
forward portion of the frame, a bed or plate 
supported by said braces below the forward 
axle, a vertical screw spindle.stcpped in said 
plate and having its upper ehd journaled in 
a cross bar ot the frame, a nut or threaded 
sleeve for said spindle said sleeve having 8 
collar provided with check lugs, a box snr- 
rounding. said sleeve and provided with re- 
cesses to engage the said check lugs, a set 
screw to clamp the sleeve and box, means for 
rotating the screw spindle, and a boiler and 
an engine supported on the frame independ- 
ently of each other, substantially as described. 

8. In a traction engine, the combination 
with a frame and an engine supported on the 
lorward portion of the frame, of a boiler sup 
ported above the engine on standards carried 
by said frame, and a governor locilod on the 
forward end of the boiler and controlling m 
valve in the steam pipe leading to the steam 
chest, whereby the supply of steam is con- 
trolled close to the cylinder and a multiplicity 
of angles avoided in the steam pipe, substan- 
tially as described. 

9. In a traction engine, the combinatio,7 of 
a frame composed of parallel longitudinally 
arranged channel barirons connected by cross- 
bars or braces and having their forward ends 
converged and their rear ends curved or 
dropped downward, a platform or cab sup- 
ported on the rear ends ot said bars or chan- 
nel irons, water tanks located on said plat- 
form, an engine supported on the forward por- 
tion ot the frame and having a crank shaft 
provide Jwith a spur pinion geared directly to 
the spur wheel of differential gearing mount- 
ed on a countershaft that is carried by the 
frame and geared with the traction wheels, ? 
boiler supported above the engine on stand- 
ards carried by the frame, and leveling mech- 
anism supported by braces and a bed plate 
depending from the forward portion of the 
frame below the axle of the steering wheels, 
snbstantially as described. 

492,637. CHARLES H. STRATTON, 
Brandt, Pa. Traction-Engine. Filed 
July 25, 1892. Patented Feb. 28, 1893, 
Serial No. 441,169. (No model.) 
The object of the invention is to provide a 



new and improved traction engine, which is 
.simple and durable in construction, very ef-' 
fective in operation and more especially de- 
signed for use On farm land, to readily travel 
over Tplowed ground, for cross plowing, and 
Other work. 

The invention consists of endless tracks 
adapted to travel.on the ground and engaged 
by wheels actuated from the engine, the said 
wheels imparting a traveling motion to the 
said tracks, thereby propelling the machine. 

1. In a traction engine, the combination, 
with a mhin frame supporting the boiler and 
motive power, of separate and independent 
endless tracks arranged at the sides of tho 
said main frame and adapted to travel on the 
ground, and a pair of round wheels for each 
track adapted to be-driven from the motrve' 
power on the said main frame, the said wheels 
engaging the said endless tracks to impart a 
traveling motion to the latter, so as to propel 
the machine, substantially as shown and de- 
scribed. 

2. In a traction engine, the combination, 
with a main frame carrying the boiler and 
motive power,of ashaft journaled in tliesaid 
main frame and adapted to be rotated by the 
motive power on the main frame, auxiliary 
frames loosely pivoted on the said shaft, gear 
wheels journaled In thesaid auxiliary frames 
and adapted to be driven from the said shaft, 
and "ndles.s iracks passing over thesaid gear 
wheels and adapted to receive a traveling mo- 
tion from the latter, substantially as shown 
and described. 

3. In a traction engine, the combination, 
with a main frame supporting the boiler and 
motive power, of a shaft journaled in the said 
main frame and adapted to be rotated from 
the said motive power, auxiliary frames fnl- 
ernmed on the said shaft on either side ot 
the main frame, gear wheels journaled in the 
said main frame, endless tracks adapted to 
travel on the ground and engaged by the said 
gear wheels, and pinions mounted to rotate 
loosely on the said shaft and in mesh with 
the said track gear wheels, the said pinions 
being adapted to be thrown into and out of 
gear with suitable mechanism on the said 
shaft, substantially as shown and described. 

4. In a traction engine, the combination, 
with a main frame supporting the motive 
power, of two auxiliary frames journaled oa 
the sides of the said main frame, endless 
tracks mounted to travel in the said auxiliary 
frames and adapted to receive a traveling 
motion from the motive power on the main 
frame, and means, substantially as described, 
for raising or lowering the front ends of the 
said auxiliary frames, substantially as shown 
and described. 

5. In a traction engine, the combination, 
with a main frame supporting the motive 
power, of two auxiliary frames jbnrnaled on 
the sides of the said main frame, endless 
tracks mounted to travel in the said auxiliary 
frames and adapted to receive a traveling 
motion from the motive power .on the main 
frame, means substantially as described, for 
raising or lowering tho front ends ot the said 
auxiliary f rames,and stoeringorguide wheels 
mounted on an axle pivotally connected with 
the front end ot the said main frame, sub- 
stantially as shown and described. 

G. In a traction engine, the combination, 
with a main frame supporting the motive 
power, of two auxiliary frames journaled on 
the sides ot the said main frame, endless 
tracks mounted to travel in the said auxil- 
iary frames and adapted to receive a traveling 
motion from the motive power on the main 
frame, means, substantially as described, for 
raising or lowering the front ends of the said 
auxiliary frames, steering or guide wheels 
mounted on an axle pivotall}' connected with 
the front end of the said main frame, and 
means, substantially as described, for con- 
necting the said endless tracks with the mo- 
tive power or disconnecting them from the 
same, substantially as shown and described. 

496,082. CLARENCE GILLETT, 

Gloversville. N. Y. Road-Wagon. Filed 

Nov. 22, 1892. Patented Mar. 7, 1893. 

Serial No. 452.794. CNo model.) . 

The invention relates to trabtion vehicles, 
propelled by a motive agent, such as steam, 
compressed air,, electricity, &c. 

The object of the invention is to provide a 
new and improved road wagon, which is sim- 
ple and durable in construction, very effective 
in operation, and readily propelled at a high 
rate ot speed and steered in any desired di- 
rection. 

1. A road wagon, comprising a bed plate, 
independent revoluble rear axles, rear drive 
wheels secured on the said rear axles, front 
steering wheels, front axles on which revolve 
the said front wheels, and a yieldingly mount- 
ed frame carrying the sain "'ic^ut axles, sub-- 



TRACTION ENGINES. 



647 



staiiiially as shown and described. 

2. Id a road wagon, the combination with 
the vertical gnide ways at the forward end of 
the wagon, of a transveree spring-mipported 
frame mounted in said gaide ways, and the 
short horizontally turning axles journaled in 
the ends of the said frame, wheels mounted 
on said axles, and means for simnltaneously 
turning said axles, substantially as set forth. 

3. In a road wagon, the combination with 
the vertical guide ways at the front end of 
the wagon and the vertically yielding spring 
supported transverse frame working in said 
guides, of the vertical shafts mounted in said 
frame and carrying short axles on which the 
steering wheel tarns, the springs encircling 
said shafts above said axle and on which 
springs the ends of the transverse frame rest, 
substantially as set forth. 

4. The combination with the vertical guide 
ways at the. front of the wagon, elliptical 
springs E' supported at their upper sections 
intermediate of the said guideways, and a 
vertically movable transverse frame working 
in said guide ways and connected to the lower 
members of said springs by a transverse bolt 
E^ of the short horizontally swinging axles 
mounted in the outer ends of the said frame 
and carrying the steering wheels, substan- 
tially as set forth. 

5. In a road wagon, the combination with a 
spring, and a bolt secured thereon, of a frame 
bungoh the said bolt,6haftsmountedtotnrnin 
the said frame, axles projecting from the said 
shafts and carrying the steering wheels, 
springs pressing on the said shafts, and a le- 
ver and link mechanism under the control of 
the operator and adapted to turn the said 
shafts, substantially as shown and described. 

6. Inaroad wagon, theeombinationwithrear 
axles carrying the rear drive wheels, of a com- 
pensating gearing^ connected with the said 
axles, and diflfcrential gear wheels adapted to 
be thrown in gear with the said compensating 
gearing to rotate the said axle at a high or 

low rate ofspeed, substantially as shown and 
described. 

7. The combination with the springs C^ se- 
cured at C to the sides of the wagon, of the 
transverse frame C^ resting on the free ends 
of said springs and carrying the bearings for 
rear or drive wheel axles, the links C^ de- 
pending from the said springs, the elliptical 
springs C^ secured by their upper leaves to 
the sides of the wagon and having fheirlower 
leaves secured, to the lower ends of said links, 
substantially as set forth. 

8. In a road wagon, the combination "with a 
bed plate, of springs supported' thereon, links 
connected with the said springs, spring plates 
supported from the said bed plate and con- 
nected at their free ends with the'Said links, 
and aframe attached to thesaid spring plates 
and carrying the bearings for the rear axles, 
substantially as shown and described. 

9. A road wagon comprisingabed plate, rear 
axles carrying the rear drive wheels and jour- 
naled on the said bed plate, a compensating 
gearing connected with the said rear axles, a 
differential gearing for driving the said com- 
pensating gearing at a high or low rate of 
speed, and engines carrjingontheirmain driv- 
ing shaft the said di^erential gear wheels, 
snbstantially as shown and described. 

10. A road wagon comprising a bed plate, 
rear axles carrying the rear drive wheels and 
journaled on the said bed plate, a compensat- 
ing gearing connected with the said rear axles, 
c differential gearing for driving the said 
compensating gearing at a high or low rate of 
ppeed, engines carrying on their main driv- 
ing shaft the said differential gear wheels, and 
% reversing mechanism for the said engines 
to cause the main driving shaft to run for- 
ward or backward, substantiallyas shown and 
described. 

11. A road wagon, comprising a bed plate 
supporting a wagon body, front steering 
wheels, rear driving wheels, a gearing con- 
nected with the axles of thesaid rear driving 
wheels, engines foe actuating the said gear- 
ing, a boiler carried on the bed plate and gen- 
erating steam for the said engines, a water 
tank for supplying the said boiler with water, 
and containing a coil of pipe connected with 
the exhaust of the said engines, and an oil 
tank connected with thesaid boiler to furnish 
the necessary fuel for the same, substantially 
as shown and described. 

495,182. ISAAC C. GRAY, Ilion, Ind. 
Traction-Engine. Filed Nov. 7, 1892. 
Patented Apr. 11, 1893. Serial No 
451,211. (No model. 1 

This invention has relation to impro\:e 
ments in frictional gear for traction engines 
and it consists in the novel construction, com- 
bination and arrangement of thesarhe,where- 
by the operator may have absolute control 
over the engine, and whereby the speed ma^ 



"be increased or decreased and legulated as 
maybe desired, all as will be hereinafter fully 
explained and particularly pointed out in the 
appended claim. 

The herein aescribed friction gearor clutch 
consisting of the short and long shafts each 
provided at its forward end with a beveled 
wheel in reversed positions, the same pro- 
vided with the gear wheels h\ h\ and gear 
wheel Ti'on the rear end of the long shaft, 
the disk C,of concavo-convex form, tapering 
from its hub outwardly to the poripliery there- 
of and arranged between the two beveled 
wheels and adapted to slide upon the shaft, 
the latter supported in journal bearing upon 
the engine; the forked arm, its connecting 
rod and lever and rack, and the long lever 
pivoted to the standard and pivotally con- 
nected to the hub of the beveled wheel 'by 
the short arm /c, all substantially as shown 
and described. 

496,053. ROBERT FULLERTON, 
Martin, Tenn. Steering Device for 
Road-Engines. Filed Sept. 2, 1892. Pat- 
ented Apr. 25, 1893. Serial No. 444,877. 
TNo model.) 

In road engines, thecomoination with three 
friction disks connected bya longitudinal rod 
and spur wheels with the main shaft of the 
engiue,of an eccentric ar-anged on the inside 
of the back end of the said longitudinal rod 
and operated by a handle -arni connected 
therewith by an end pivoted link substan- 
lially as shown and described. 

499,114. BENJAMIN HOLT, Stockton, 
Cal. Traction-Engine. Filed Feb. 23, 
1893. Patented June 6, 1893. Serial No. 
463.439. (No model.) 
My invention relates to improvements in 
traction engines,and it consists in the attach- 
ment of a supplemental vertically adjustable 
frame, with supplemental traction wheels 
journaled therein exterior to the main frame 
and main traction wheels for the purpose of 
increasing the bearing snrfaceon soft ground. 

1. In a traction engine, the main frame and 
bearing wheels upon which it is supported, in 
combination withsupplemental frames hinged 
to the main frame and movable with relation 
thereto, and having supplemental wheels in- 
dependently journaled therein whereby said 
wheels have a free vertical movement to con- 
f-orm to the irregularities of the ground sur 
face, and means comprising a transverse con 
nection below the main frame for connect- 
ing the supplemental frames with the main 
frame when the wheels of the latter sink into 
the surface whereby all the wheels act to sup- 
port the mechanism, substantially as herein 
described. 

2. In a traction engine, a main frame and 
bearing and traction wheels journaled there- 
tOj supplemental frames having their front 
ends hinged to the main frame upon opposite 
sides, with the rea** ends free to move, sup-, 
plemental wheels journaled in the supple- 
mental frames, a transverse bar connecting 
the movable ends of the supplemental frames 
and extending beneath the main frame, where- 
by a portion of the weiglit of th^ latter is 
supported, upon the supplemental wheels 
whenever the main bearing wheels sink bfe- 
low the surface of the ground, substantially 
as herein described. 

3. In a traction engine, the mainframe with 
bearing and traction .wheels, supplemental 
frames having one end of each hinged upon 
opposite sides of the main frame,. and the op- 
posite ends movable with . relation thereto. 
supplemental wheels journaled in these 
frames, a transverse bar connecting the mov- 
able ends of the supplemental frames and ex- 
tending with relation to the main frame, so 
that the latter is partially supported^ by the 
supplemental wheels, when the main* wheels 
sink into the surface of the ground, the en- 
gine and mechanism for transmitting the 
power of the engine to the main and supple- 
mental bearing wheels whereby both sets o£ 
wheels act to drive the machine, substan- 
tially as described. 

' 4.-^A traction engine consisting of a main 
frame with bearing and traction wheels, sup- 
plemental frames hinged upon opposite sides 
of the main frame, with supplemental wheels 
jodrnaled thereto and movable independ- 
ently of the main frame means whereby the 
weight of the main frame is partially sup- 
ported upon the supplemental wheels when 
the main wbeelS sink into thesurface, adriv- 
Jng mechanistft whereby power is transmitted 
from the engineto the main and supplemental 
bearing wheels on one side, independently of 
the wheels on the opposite side, and both sets 
of wheels serve to propel the engine, substan- 
tially as herein described. , 

6. In a traction engine, the main frame and 
bearing and traction wheels, supplemental 



frames connected with and movable with re- 
lation to the main frame and having supple- 
mental bearing and traction wheels journaled 
therein, means by which the supplemental 
frames are locked to the main frame whereby 
a portion of the weight of the latter is brought 
upon the supplemental wheels when themain 
wheels sink below the surface of the ground, 
independent sprocket wheels and chains 
whereby motion is transmitted from the en- 
gine shaft to counter-shafts, and from the 
counter-shafts to the traction wheels, boxes in 
tfhich said counter-shafts are journaled, in- 
clined supports upon which said boxes are 
movable with relation tothe engine sbaft,aud 
the bearing wheel shafts whereby the tension 
of both sets of chains is increased or dimin- 
ished simultaneously, substantially as herein 
described. 

G. In a traction engine, the main frame and 
bearing and traction wheels wherebyitis sup- 
ported, supplemental frames connected with 
the main frame and vertically movable with 
relation thereto, supplemental wheels jout', 
naled in said frames, a means whereby the 
supplemental frames are locked to the main 
'frame, and a portion of the weight of the lat- 
ter is supported thereon .vhen the main bear- 
ing wheels sink below the surface of the 
ground, sprocket-wheels upon the engine 
shaft, and connter-shafts through which mo- 
tion is transmitted independently from the 
engine shaft to the main and supplemental 
bearing wheels, boxes movable upon inclined 
supporting brackets whereby the chains from 
the engine shaft to the counter-shaft, and 
from the traction wheels to the counter-shaft 
aresimultaneously adjusted, and independent 
adjustments for the bearing traction wheels, 
conslstingof boxes movable horizontally upon 
the framework, and screws by which they are 
moved, substantially as herein described. 

7. In a traction engine, themain frame and 
bearing and traction wheels journaled there- 
in, the supplemental frames movably connect- 
ed with the main frame having supplemental 
wheels journaled therein, with mechanism in- 
termediate between the engineshaftand trac- 
tion wheels whereby power is transmitted to 
move the main and supplemental traction 
wheels independently, transverse bars con- 
necting the movable ends of the supplemental 
frames, a means whereby said bars are locked 
to each other or independently hinged to the 
main frame, substantially as herein described. 

8. In a traction engine, the main frame and 
bearing and traction wheels journaled there- 
on, supplemental frames movably connected 
with the main frame having supplemental 
wheels journaled thereon with the described 
intermediate mechanism between the engine 
shaft and the traction wTieels, whereby the 
wheels upon one side are driven or stopped 
independeatiyofthose upon thoopposite side, 
substantially as herein described. 

9. In a traction engine, the main frame and 
bearing and traction wheels journaled there- 
on, supplemental frames movably connected 
with the main frame having supplemental 
wheels journaled thereon, aiid means where- 
by a part of the weight of the main frame is 
transferred to the supplemental wheels, an 
engine, engine shaft, and sprocket-wheels 
with chains through which power is trans- 
mitted to independent counter-shafts, sprock- 
et-wheels and chains whereby power is trans- 
mitted to the main and supplemental wheels, 
and journal-boxes independently adjustable, 
whereby the tension of either set of chains 
may be separately regulated, substantially as 
herein described. 

10. In a traction engine, main and supple- 
mental frames movably connected with each 
other, each having sets of bearing and trac- 
tion wheels independently journaled upon 
them, and means whereby the weight of the 
engine may be transferred from one set of 
wheels to the other, independent counter- 
shafts clutch mechanism, sprocket-wheels 
and chains wuereby the wheels upon one side 
are driven independently of those upon the 
other side, journal-boxes independently ad- 
justable with relation to each other, and ad- 
justable brace rods extending between the 
boxes, substantially as herein described. 

11. In a traction engine, main and supple- 
mental frames connected and movable with 
relation to each other, each having sets of 
bearing and traction wheels journaled npon 
them, means whereby the frames are brought 
together to^aot in unison, and divide the 
weightbetweeathesetsof wheels, and springs 
interposed between the contact and bearing 
points of the two frames whereby the trans- 
fer of weight is effected gradually, substan- 
tially as herein described. 

12. In a traction engine, a main frame and 
supplemental frames having one end of each 
Hinged thereto on opposite sides, and the other 
ends vertically and independently movable, 
main andsupplemental wheels independently 



648 



TRACTION ENGIN£iS 



jourualed in the frames, means whereby the 
iodepeadent movements of the two sets of 
frames are. arrested, and the weight of the 
machine is supported upon both sets bf 
wheels, springs interposed bet ween the frames 
at their contact and bearing points, and 
springs between the jourual-hoxesof the main 
bearing wheels and the main frame, sob«tftT'- 
tially as herein described. 

500,544. ALBERT C. AMES, Chicago; 
111. Driving Mechanism for Road- 
Vehicles. Filed June 4, 1892. Patented 
July 4, 1893. Serial No. 435.555 (No 
model, ^ 

Myinventionrolatestomechanism fordriv- 
ing the wheels of traction engines or other 
vehicles, and is particularly adapted to be 
nsed In connection with the traction engine 
described in my former application. Serial Ifo. 
350,908, filed June 27, 1890. My inveiitio:-; 
may, however, be applied to wheels of other 
descriptions, and I do not wish to limit my- 
self to its application to any particular kind 
of mechanism. ' 

The principal object of my invention is to 
provide new and improved driving mechan- 
ism, which may bo operated by steam or 
equivalent power, and which will be continu- 
ous in its operation, or which may readily be 
revereed, substantially as described in my 
former application hereinbefore referred to. 
Another object of my invention is to pro- 
vide a new and improved brake for use in 
connection with the above mentioned driving 
mechanism. 

1. The combination with a clutch wheel, of 
suitable levers 10 and 10" mounted concen- 
trically with the clutch wheel, clutching de- 
vices carried by said levers and adapt6<l to en- 
gage the clutch wheel, and means for operat- 
ing said levers, substantially as described. 

2. The combination with a clutch wheel, of 
levers as 10 and lO-'" mounted concentrically 
with the clutch wheel and provided wfth piv- 
oted arlns, olilteh shoes pivotally connected 
with said arms and adapted to engagfe the 
clutch wheel, a reciprocating cross-head, and 
means for connecting the cross-head with said 
levers, substantially as described. 

3. The combination with a clutch-wheel, of 
levers as 10 and 10* monnted concentrically 
with the clutch wheel, beveled clutch shoes 
.connected with and carried by said levers and 
adapted to clutchsaid wheel on opposite sides- 
thereof when moved in one direction, arecip- 
rocating cross-head, and connecting rods be- 
tween said cross-head and levers, substan- 
tially as described. 

4. The combination with a clutch wheel, of 
levers as 10 and 10* mounted concentrically 
with the clotch wheel, beveled clutch shoes- 
connected with and carried by said levers 
and adapted to clutch said wheel on opposite 
sides thereof when moved in one direction 
and reciprocating mechanism connected with 
the levers, substantially as described. 

5. The combination with a clutch wheel 
having ahub, of levers as 10 and 10* mounted 
concentrically with said hub and provided 
with pivoted arms, clutch shoes carried by 
said arms and adapted to engage the opposite 
sides of theclntch wheel, meansforactnating 
said levers, and means for reversing the 
clutches; substantially as described. 

0. The combination with a clutch wheel, of 
levers as 10 and 10" mounted concentrically 
with the clutch wheel and provided with piv- 
oted aHna, beveled clutch shoes pivotally con- 
nected with said arms, a reciprocating cioss- 
head, rods connecting said cross-head and le- 
vers, a rock bar carried by the cross-head, and 
meafls for connecting said rock bar with the 
clutch shoes, suhstantially as described. 

7. The combination with a clutch wheel 
having a hub, of levers ae 10 and 10* mounted 
concentrically with said hub and provided 
with pivoted arms, clutch shoes carried by 
said arms and adapted to engage the opposite 
sides of the clutch wheel, a cross-head for act u- 
ati':g said levers,and means for reversing the 
clutches, substantially as .described. 

8. The combination with a clutch wheel, 
having a hub, a lever 10 pivotally mounted 
upon said hub, and means for reciprocating 
said lever, of an arm 11 pivotally connected to 
said lever, a clutch carried by said arm 11 and 
adapted to clutch said clutch wheel when 
moved in one direction, and means for adjust- 
ing the- angle of said arm 11 to the lever 10, 
substantially as described. 

9. The combination with a clutch wheel, 
having a hub, a lever 10 pivotally mounted 
upon said hub, and means for reciprocating 
said lever, of an arm 11 pivotally connected 
to said lever, a clutch carried by said arm 11 
and adapted to clutch said clutch wheel when 
moved in one direction, means for adjusting 
the angle of said arm II to the lever 10, a le- 
ver 10* monnted upon said hub, devices. for 
reciprocating said lever 10° uniformlv with 



said lever 10,arm 26 pivotally mounted upon 
said lever 10*, clutch carried by said arm 25 
and adapted to clntchaaid clutch wheel when 
moved in one direction, and means for ad- 
justing the angle of said arm 25 to said lever 
10*, substantially as and for the purpose 
specified. 

10. The combination with a clutch wheel 
having a hub, a lever 10 pivoted upen said 
hub, a cross-head 39, means for reciprocating 
said cross-head, and connecting rod 38 con- 
necting said cross-head to said lever 10, of ah 
arm 11 pivoted to said lever 10, a clotch car- 
ried by said arm, said clutch having an ear 

53, rocking bar 17 connected to said cross- 
head 39, means for rocking said bar, rods 23 
and 18 connecting said rocking bar to said 
ear 53, and springs mounted upon said rod 18 
at opposite sides of said ear, substantially as 
and for the Durooso specified 

11. The combination with a clutch wheel, 
a hub carried thereby, levers 10 and 10* piv-. 
oted upon said hub, arms II and 25 pivoted 
to said levers 10 and 10? respectively, and 
clutches carried by said 'arms, of a cross- 
head 30, means for reciprocating said cross- 
head, rocking bar 47 pivotally connected to 
said cross-head, said rocking bar having a 
segmental rack at' one end, worm intermesh- 
ing with the teeth of said rack, means for ro- 
tating said worm to rock said bar, connecting 
rods connecting said cross-head to said levers 
10 and 10*,and means for adjusting the angle 
of the arms 11 and 25 to the respective le- 
vers, substantially as and for the purpose 
specified. 

12. The combination with a clutch wheel 
having a V-shaped periphery, of beveled 
clutch shoes adapted to separately engage 
the opposite sides of the clutch wheel, levers 
mounted concentrically with said clutch 
wheel and adapted to support and carry the- 
clutch shoes, devices for holding the shoes to-, 
gether, and means for operating said levers, 
substantially as described. 

13. The combination with a clutch wheel, 
of levers as 10 and 10* mounted concentri- 
cally with the clutch wheel and provided with 
pivoted arms, clutch shoes pivotally con- 
nected with said arms and adapted to engage 
the clutch 'wheel, me.ins for adjusting said 
clutch shoes, and reciprocating mechanism 
for actuating the clutch carrying levers, sub- 
stantially as described. 

14. The combination with a cylinder, and 
a piston rod, of £ cross-head connected to 
said piston rod, trucks 43 and 14 carried by 
said cross-head, and a bar 45 adapted to serve 
its a tiack for said trucks, substantially as de- 
scribed. 

15. 'i'he cointination with a brake wheel 

54, brake stiaps 50 and 57 encircling said 
wheel, and lever 00 connected to said brake 
straps, of means for rocking said lever to 
cause said brake straps to bind or release 
said brake wheel, substantially as described. 

10. The combination with a brake wheel 
54, brake straps 50 and 57 encircling said 
wheel, and lever 00 connected to said brake 
straps, of means for rocking said lever to 
cause said brake straps to bind or release 
said brake wheel,shaftei support! ogsaid lever 
00, lever 02 mounted upon said shaft, spring 
07 wound around said shaft and adapted to 
retui'n said shaft to its normal position, cyl- 
inder 05, piston 04 mounted in said cylinder, 
connecting rod 03 connecting said lever 02 to 
said piston, pipe CO adapted to conductstoam 
into the bottom of said cylinder, and means 
forsupplyingsteamtoaaid pipe, substantially 
as descrjbpd 

502,230. GEORGE W. KRAMER, 

Peoria, 111., assignor to the Hart Weighe 

Company, same place. Steering- Gear 

for Traction - Engines. Filed April 7, 

1892. Patented July 2."; 189.3. Serial No. 

428,242. (No. model. 1 

The object of the invention is to provide a 

gearing with which to guidethe front wheels 

of a traction engine, and also the object is tc 

provide pow^r to accomplish this end from 

p\e same power used to propel the engine. 

1. In a steering gear fortraction engines, a 
means for changing direction of movemeuv 
consisting, essentially, of the oppositely dis- 
posed beveled gears, ,1 J', mounted upon the 
shaft I, and provided on their inner faces with 
the annular ."anges K, K, having their faces 
turned out 1o form a cup; the longitudinally 
movable clutch bowl L, upon -such shaft I, 
and having both ends tapered to fit said cups; 
ashifling lover connected to said bowl; the 
interposed gear whtvil T, gearing with said 
beveled gears J J' ; the take u p dm m X, means 
for imparting rotary motion to said take ud 
drum from the rotary -.leraberdriven by said 
gear wheelsJ, J', and meansfor importing ro- 
tary motion tobaidgcarwheels J J'; substan- 
tially as and for the purposes herein set forth. 

2. In a steering gear for traction enirines. a 



means for transmitting and changing direc- 
tion of movomentconsi.stingof theopposite'y 
disposed beveled gears J, J' mounted upon 
shaft I, and provided on their inner faces 
with the annular flanges K, K having their 
inner faces turned out to form a cup, the 
clutch bowl L mounted upon said shaft I and 
having either end taper to fit said cups, the 
said bowl being connected with the said shaft 
by spline and groove, theshifting mechanism 
k, connected with the said bowl L, the inter- 
posed gear-wheel T', carried upon the shaft 
T and the sprocket-wheel and sprocket chain 
conneotioji with take-up drum X and the 
mechanisniforoperatingtheshaft upon which 
the beveled gears J, J' and clutch bowl L are 
carried as shown, all substantially as de- 
scribed and set forth. 

3. In a steering gear for traction engines, 
the rectangular frame II, secured to theboiler 
thereof, and having the semi-circular portion 
O, O depending therefrom, and having adjust- 
ably secured thereto the plate Q, the shaft T, 
having bearings from said plate Q, the bev- 
eled gear wheel T' secured thereto, the bev- 
eled gear wheels J, J' provided with annnlai 
flanges K, K having their inner faces turned 
oat to form rf cup, and engaging with said 
bevel gearT' intermittently, the friction bowl 
L, formed with tapering ends, the shaftl,npon 
which the said friction bowl and bevel gears 
J, J' are mounted-, and suitable mechanism 
for operating shaft I, and suitable sprocket 
wheel and sprocket chain connection between 
shaft T, and take-up drum X, for transmit- 
ting motion, all in combinalion, substantially 
as and for the purpose set forth. 

4. In a steering gear for traction engines, 
the rectangular frame II, secured to theboiler 
thereof, and having the semi-circular portion 
O, O depending therefrom, and having adjust- 
ably secured thereto the plate Q, the shaft T, 
having bearings from said plate Q, the bev- 
eled gear wheel T' secured thereto, the bev- 
eled gear-wheels J, J' provided with annular 
flanges K,K having their inner faces turned 
opt to form a cup, and engaging with said 
bevel gearT', intermittently, the friction bowl 
L, forined with tapering ends the shaft I, upon 
which the said trictiou bowl and bevel gears 
.T, J' are monnted, the shaft C, mounted on the 
boiler thereof and carrying at one enda pnl- 
lev R imparting motion by a belt to a nalloy 
E' on the shaft I and suitable mechanism for 
operating shaft C, and Suitable sprocket wheel 
and sprocket chain connection between shaft 
T, and take-up druniX for transmitting mo- 
tion, all substantially as described and tor 
the purpose- set forth. 

5. In a steering gear for traction engines, 
the guiding of the-engine, by means of power 
used to propel th. engine, consisting of shaft 
C, mounted on the top of the boiler, and hav- 
ing direct connection at one end thereof with 
the engine, the opposite end of said shaft be- 
ing provided with pulley E, the rectangular 
frame H, secured to the boiler thereof, and 
having the semi-circular portion O, O depend- 
ing therefrom, and having adjustably secured 
thereto the-plate Q,the shaft T, having bear- 
ings from said plate Q, the beveled gear wheel 
T' secured thereto, the beveled gear-wheels 
J,J' provided with annular fla^ngesKjK, hav- 
ing their iunor faces thi'ned out to form a 
cup, and engaging/With said bevel gear T' 
intermittently, the friction bowl L, formed 
with tapering ends the shaft I, upon which 
the said rrietion bowl and bevel gears.!, J' are 
mounted, and suitable mechanism for operat- 
ing shaft C, and suitable sprocket wheel and 
sprocket chain connection between shaft T, 
and take-up drnm-^ for transmitting motionj 
aU substantially as described and for thepur-i 
pose set forth. 

502,820 BYRON JACKSON, San 

Francisco, Cal. Traction-Engine. Filed 
Nov. 6, 1890. Patented Aug. 8, 1893. 
Serial No. 370,497. CNo model.') 
My,iiivo;ition relates to certain improvo- 
raents-'in that class of machinery known as 
traction engines, adapted for hauling and also 
for motive power to be applied to other ma- 
chines, and has for its object an increased ef- 
ficiency and economy in such engines, also 
a reduction of tJieir weight in proportion to 
the power they develop. 

1. In a traction engine,driving chains con- 
necting both the roar bearing and the front 
bearing and steering wheels to the driving 
power, so that all the wheels of the engine 
may bedriven when required, said rearwheels 
being mounted upon movable bearings so that 
they can be adjusted to compensate tor the 
wnar of the driving chains, together with the 
steering yoke, arranged in connection with 
the front wheel, substantially as described. 

2. In a traction engine, driving chains con- 
necting front and rear driving wheels to the 
fjower so that the front bearing and rear 



TRACTION ENGINES. 



649 



steering wheels' can be driven Tasterthan the 
rear wheels when all are connected so a3 to 
torn the engine quickly in a curve, the said 
rear wheels being mounted upon movable 
bearings so that they can be adjusted to com- 
peijsfl^te for the wear of the driving chainS; 
and said front wheel being mounted on the 
front axle by means of a gimbal bearing free 
to tarn in any direction in a horizontal plane, 
substantially as specified. 

3. In a traction engine, connecting chains 
for driving both the front and rear bearing 
wheels so that they may be driven at the 
same op at different times and speeds, said 
rear' wheels being mounted upon movable 
bearings so that they can be adjusted to com- 
pensate for the wear of the driving chains, 
sabstantially as described. 

4. In it traction engine, the front bearing 
or steering wheel mounted on front axle b3 
means of a gimbal bearing, free to turn jr. 
any direction in a horizontal plane or held in 
a vertical plane by means of a steering yoke 
connected to the gimbal by a universal bear- 
ing, the said yoke being supported at its top 
by a bow-frarae bearing on the front main 
fixle, substantially as described. 

5. In a traction engine, a front bearing and 
steering wheel connected with the driving 
power mounted on the front axle in the man- 
ner described, a pivoted yoke frame spanning 
the rim of the wheel at the top and attached 
by a swivel bearing to a second bow frame 
hinged on the main axle, a wheel connected 
with the steering-gear and capable of turn- 
ing in any direction in a horizontal plane, 
substantially as described. ■ 

C. In a traction engine, a /rout bearing and 
steering wheel, connected with the driving 
power and mounted ofi the front axle by 
means of a gimbal bearing, a pivoted yoke 
frame supporting the rim of the wheel at the 
top and attached by a swivel liearing to a 
second bow frame hinged on the main axle 
and a hydraulic piston.connected to the yoke 
irame so as to turn the wheel about its vertical 
axis aud-thns steer the engine, substantially 
as describei":. 

603,146. GEORGE W. KRAMER 

Peoria, III., assignor to the Hart Weighe 
Company, same place. Steering-Gea, 
for Traction-Engines. Filed May 1 
1893. Patented Aug. la, 1893 Serial Nn 
472,516. (No model.) 
This invention is in the nature ot an im- 
provement upon the device shown, explained- 
and claimed in an application for Letters 
Patent filed by me April 7th, 1892, Serial No. 
428,242, and an application executed by me 
April 27, 1893, to be filed in the Patent Of- 
fice, both being for improvementaim«teftrine 
^ear for traction engines. 

1. In a device of the kind desoribedj a f ra-me 
supported bj' the 'boiler; a shaft journaled 
thereon; two oppositely disposed beveled 
gears loosely mounted on said shaft; and a 
clutch mounted, upon said shaft and adapted 
to move longitudinally to co-act with either 
of said gears; in combination with springs at 
each end of said clutch adapted to normally 
hold the same in a central position between 
the two gearSj.and not in contact with either; 
substantially as described. 

2. In a device of the kind described, the 
frame C, the shaft D, the beveled gears J J', 
loosely mounted on said shaft, and the longi- 
tudinally movable clutch Ii, having a central 
recess in either end; in combination with the 
springs O 0', arranged at the ends of the clutch 
within said recess and adapted to normally 
hold the clutch out of contact with, either of 
said gears; substantially as described. 

3. In a device of the kind described, th< 
frame 0, the shaft D, the gears J J', each hav 
iug a central rnqess and a centrally extend 
ing boss R, and*the clutch L havin'g a centra] 
recess in each end;, in combination with the 
springs O 0', arranged at the ends of. the 
olotch within the cavities formed, and encir- 
cling the bosses, adapted to normally hold the 
clutch out of contact with either of said gears; 
substantially as described. 

503,147. GEORGE W. KRAMER, 

Peoria, 111., assignor to the. Hart Weigher 

Company, same place. Steering-Gear 

for Traction-E^igine. Filed May 1, 1893 

Patented Aug. IS, 1893. Serial No 

472.517. ("No moHfl 1 

This invention is in the nature of an itn 

provemeht upon an invention foi which I 

have lieretofore made application for Letters 

Patent, said application being filed in thu 

United States Patent Office, April 7, 1892, auo 

bearing Serial No. 428,242; and consists, first. 

in an improved means for the adjustment of 

the rod extending from the take-iip drum to 

the steering device, to the various angles of 

inclination at which it would he set upon dif 



ferent engines, and second, in the improved 
means for connecting said rod to the driving 
mechanism of the steering- device. 

1. In a deviceof the kind described, a frame 
supported by the boiler; a shaft carried there- 
by; two oppositely disposed beveled pinions 
mounted upon said shaft; and a clutch also 
mounted upon the shaft adaptgd to be moved 
longitudinally to co-act with said beveled pin- 
ions; in combination with a pivoted yoke 
adapted to move in the arc of a circle whose 
center is the shaft; an intermediate beveled 
pinion Bupported by the yoke in such a man- 
ner as at all times to be in mesh with both of 
the other pinions; a shaft extending through 
the yoke and so connected to the intermediate 
pinion as to revolve therewith; a take-up drum 
idJipted to control the front wheels of the 
mgine, and means for connecting the rotary 
driven member with the take-np drum; sub- 
stantially as described. 

2. In a device of the kind described, the 
frame C; the shaft D carried thereby; the pin- 
ions J J' loosely mounted on the shaft; the 
clutch L, feathered on said shaft and adapted 
to move longitudinally thereon to operate 
either of the pinions J J'; in combination 
with the swinging yoke F, adapted to move 
in the arc of a circle whose center is the shaft ; 
the intermediate pinion H; the shaft G actu- 
ated by the pinion H; and means for impart- 
ing the rotary motion of the shaft G to the 
take-up drum; substantially as described. 

3. In a device of the kind described, the 
frame C; the shaft D; the beveled pinions J 
J' loosely mounted thereon^ the clutch L, 
feathered upon said shaft and adapted to 
move longitudinally to operate either of said 
pinions; in combination with the swing yoke 
F, monnted on the bosses cc and carrying the 
pinion H; the shaft G operated by the pinion 
H; and a worm-screw upon the shaft G by 
meansof which the take-up drum isopei:atfid; 
substantially as described, 

4. In a device of the kind described, the 
frame C; shaft D; pinions J S'; clutch L, and 
intermediate pinion H, properly supported so 
as to meshwlthboth thepinions J J'; in com- 
bination with the sh.aft G, connected to the 
intermedfate pinion in such a nrannor as -to 
revolve therewith and- also permit of a slight 
longitudinal movement; and means for im- 
parting the rotary motion of said shaft to the 
take-up drum; substantially as descri&ed. 

5. In a device ot the kind described, the 
frame C; shaft D; pinions J J'; clutch L;yoke 
F," and interrnediate pinion 11, in combination 
with the shaft G, feathered in the pinion H; 
a worm-screw upon said shaft, and the take- 
up drum operated by said w^rm-Rcrow; sub- 
stantially as described 

504,894. JAMES H. STEVENSON, 

Alliance, Mo. Steering Mechanism for 

T-action-Engines. Filed Apr. 24, 1893. 

Patented Sept. 12, 1893 Serial No. 

471.618. fNo model.) 

My invention relates to animproved " steam 
gear tor roadlocomotives or traiCtion engines," 
and consists in- the novel construction, com 
bination and arrangements of parts hereinaf 
ter described, and pointed out in the claims ' 

The object of my invention is to provide an 
improved friction steam power friction gear 
for engines of this class, which shall readily 
permit forward and reverse movements ot 
the locomotive upon ^he road and turning 
of the steering-axle while the locomotive is 
standing. 

Heretofore in most locomotives- or engioes 
of this class the operation of steering hfid. to 
be performed by toothed gearing and by com- 
paratively hard manual labor on the part.qf 
the operator, and in contradistinction to sue!) 
arrangements my invention permits the power 
of the main or traction engine itself to beapr 
iiUed to the steering-wheels of the locomotive, 
with the expenditure ot very slight maanai 
effort on the part ot the oparator 

1. In a traction-engine, the combination 
with the steering-wheel or wheels, of the main 
shaft of the engine, a sleeve axiailly revola- 
ble and longitudinally reciprocative uxion said 
shaft, trietion-wheels 14 and .iS secured upoa 
sold sleeve a distance apart so as to leave a 
space between them, an additional friction- 
wheel mounted in the space between said 
wheels which are carried by said sleeve, a 
manually-controlled device for sliding said 
.sleeve a,nd the friction-wheel which it carries 
npon said shaft to engage said additional fric- 
tion-wheel alternately at diametrically oppo- 
site points, and gearing which connects said 
additional friction-wheel to the steering-wheel 
or wheels of the machine, whereby when said 
additional wheel is revolved in one direction 
the machine will be steered in a given direc- 
tion, and when said friction gear-wheel is re- 
volved in an opposite direction the machine 
:sfill be steered in a copresnondinor direction, 



substantially as herein specified. 

2. In a traction-engine, the combination ot 
a steering-axle 4, steering-chains 5 connected 
at one end of said axle, one at each side ot 
its pivotal point, a winding shaft 6 to which 
the opposite ends of each of said chains is con- 
nected and arranged to be reversely wound 
thereon and unwound therefrom, the main 
shaft 8, a shipping sleeve 11 axially revolved 
^ith and longitudinally reciprocative upon 
said main shaft, friction wheels 14 and 15 rig- 
idly secured to said sleeve a distance apart, a 
clutch yoke provided with a clutch arm which 
loosely engages said sleeve, a stand or support 
fixed at a point adjacent said sleeve, a hand 
lever fulcrumed upon said support with one 
end extending rearward within reach ot the 
operator, and its opposite end pivotally se 
cured to said clutch yoke, and operative con 
nections between said sleeve and said steer 
ing shaft, substantially as herein specified. 

505,523. STACY B. HART, Peoria, 111., 
assignor to the Hart Weigher Company, 
same place. Steering-Gear for Traction- 
Engines. Filed May 19, 1893. Patented 
Sept. 26, lte3. Serial No 474,785. (No 
model.) 

My invention has for its object the steering 
ot a traction-ehgine by utilizing in a simple 
and efficient manner a portion ot the power 
of the engine for that purpose, and consists, 
first, in the novel constrnction and arrange- 
ment of parts in the steering-device herein 
described and claimed, and second, in the 
improved means for securing such devices 
upon the engine. 

1. -In a steering device for traction engines, 
the combination ot substantially the follow- 
ing elements: a frame supported on the en- 
gine; a shaft journaled on said frame and 
driven by the power of the engine; two hol- 
low drums loosely mounted on the shaft and 
having formed on their peripheriesoppositely 
disposed bevel-gears; an intermediate gear 
meshingwith both said gears and adapted to 
be driven by either one; means for transmit- 
ting the motion of the intermediate gear to 
the take-up drum cnntrolling the front axle 
of tho engine; a pait K longitudinally trav- 
ersed by the shaft and adapted to move tran.s- 
versely thereon; two friction-wheels or rolls 
loosely mounted on the ends of the part K 
within, but normally not in contact with, the 
drums, and having their peripheries in dif- 
ferent planes; means for causing the friction- 
wheels to revolve with the shaft; and' means 
for raovingthe part K to bring one or the 
other ot the friction-wheels into engagement 
with its contignousdi-um, .whereby the inter- 
mediate gear is operated and the take-up 
drum revolved either forward or backward. 

2. In a device ot the kind, described, the 
combination ot'substantially the following 
elements: — a frame supported upon the en- 
gine; the shaft G journaled on said frame and 
driven by the power of the engine; two hollow 
drums loosely mounted on the shaft and hav- 
ing formed upon their peripheries oppositely 
disposed bevel-gears; an intermediate gear 
meshingwith both the other gears, and adapt- 
ed to be driven by either one; a shaft rotated 
by the intermediate gear and transmitting 
motion to the l.ike-up drum; the part IC lon- 
gitudinally traversed by the shaft G, and 
adapted to move transversely thereon; two 
friction-wheels or rolls loosely mounted on the 
ends ot the part K, within, but normally not 
in contact with, the drums and having their 
periiiheries in different planes; a dog or latch 
secured to and revolving with the shaft G, 
and adapted to engage with the friction-wheels 
to cause thorn to revolve with the shaft; and 
means for moving the part K to bring one or 
the other of tho friction-wheels into engage- 
ment with its contiguous drum, and onerate 
the parts. 

3. In a device of the kind described, the 
frame supported by the engine; the shaft G 
journaled thereon; the part K, carrying the 
friction-wheels M, M, which are adapted to 
revolve with the shaft; the drumS O, O, hav- 
ing oppositely disposed bevel - gears 0', 0', 
upon their peripheries; the intermediate gear 
P; and means for transmitting the motion ot 
the gear P to the take-up drum; in combina- 
tion with the sleeve F, having formed there- 
on one or more eccentrics or cams; a part or 
parts upon the part K adapted to engage with 
the cams, whereby the part K will be oper- 
ated, and means for revolving the sleeve F; 
substantially as described. 

4. In a device of the kind described, a frame 
supported by the engine; the shaft Gjoar- 
naled thereon; tl\epartK; the friction-wheels 
M, M, mounted thereon and adapted to revolve 
with the shaft; the drums O, O, and gears ,0', 
O' J in combination with the intermediategear 
P; iueaus for transmitting the rotary motion 
of the gearPto the take-updrum; and means 



650 



TRACTION ENG/NES. 



for adjustiug the intermediate gear with re- 
lation to the gears 0', O'; substantially as de- 
scribed. 

5. In a device of the kind described, a frame 
supported by the engine; a shaft journaled 
thereon; the part K adapted to move trans- 
versely with the shaft; tlie friction-wheels M, 
M, mounted thereon, and adapted to revolve 
with the shaft; the drums O, O, the gears O*, 
O', the intermediate gear P, a shafi p actu- 
ated by said gear; and means for transmitting 
the rotary motion of the shaft p to the take- 
xip drum; in combination with the adjusting 
sleeve S, adapted to adjustably receive the 
arm T; the yoke ion said arm; and the sleeve 
or collar X pivoted to said yoke, adapted to 
sustain the gear P; whereby said gear may 
be adjusted with relation to the gears 0',0', 
80 as to change the inclination of the shaft 
p; substantially as described. 

6. In a device of the kind described, a frame 
carrying the steering device; in combination 
with a bracket adapted to be secured to the 
engine, and provided with two or more ex- 
tending arms adapted to adjustably support, 
thesteerine device; substantially asdeserihed. 

505,814. FRANK BURGROFF, Eldo- 
rado, V/is. Gear for Portable Engines. 
Filed June 15, 1693. Patented Oct. 3, 
1893. Serial No. 477,556. (No model.) 

1. In a portable-engine, a bearing-lug at- 
tached to I he boiler on each side, a spring-box 
secured to each lug and provided with down- 
ward-extending nipples, and an axle passing 
through both spring-boxes, aseries of spring- 
blocks provided with spring-sockets, and se- 
cured to the top of the axle, one near each 
end, and a series of helical springs held at 
their lower ends by the sockets and at their 
upper ends by the nipples, substantially as 
described and for the purpose set forth. * 

2. The combination, with an axle having a 
spring-block secured to each end, each spring- 
block having a series of spring sockets, of a 
casing secured to each side of the boiler, and 
provided with downward-extending nipples, 
a seriesof springs inserted in the spring-sock- 
ets and-held by the nipples at their upper 
ends, and a cap-platc secured to the under 
side of theciisingbelowtheaxle, whereby the 
upward movement of the casing and its load 
is limited, substantially as described. 

506,691. WILLIAM R. HITCHCOCK. 

Douglas, 111. Leveler for Road-Engine 
Boilers. Filed Jan. 6, 18W. Patented 
Oct. 17,1893. Serial No 457,447. (No. 
model. ) 

This invention pertains to improvements 
in apparatus for supporting and leveling the 
boilers of traction engines, and the improve- 
ments consist in novel structural features 
and combinations of devices, the operation of 
which devices separately and in combination 
are hereinafter fully described, and the novel 
combinations of which devices are expressed 
in the claims hereto appended. 

1. In a traction engine, the combination 
with an axle and boiler, of a hollow standard 
mounted on the axle having a threaded inte- 
rior, a threaded shaft secured to the boiler 
and working in the standard, a wheel on the 
shaft, means for actuating the wheel and a 
block fixed to the boiler and having a verti- 
cal opening therein through which the stand- 
ard works, substantially as described. 

2. In a traction engine boiler level and sup- 
port, and in combination substantially as 
hereinbefore described, with an axle and the 
boiler, a block E, hinged to the axle, a hol- 
low screw threaded standard F journaled at 
its lower end in the block E, a block G fixed 
to the boiler, and having a passage way g for 
the standard P, and a screw threaded shaft I 
iecured to the boiler substantially as de- 
scribed, and screwing into the standard F, 
for the purpose of raising and lowering the 
forward end of the boiler. 

3. In a traction en;^me boiler and support, 
and in combination substantially asdescribed, 
with the axle and the boiler, a block E hinged 
to the axle, hollow standard F, block G, screw 
threaded shaft I, bracket m, pendant ??, and 
bracen', all operating as and for the purpose 
described. 

4r. In a traction engine boiler and support, 
and in combination substantially asdescribed, 
with the axle and the boiler, the blocks E 
and G, the hollow standard F journaled in 
the block E, and arranged to slide in a pas- 
sage way in the block G, the screw threaded 
shaft I secured to the boiler substantially as 
shown, screwed into the hollow standard F, 
and having a pinion i^ which gears with a 
worm gear k\ carried on a shaft K the rear 
end of which has a pinion k^ fixed theroon, 
and means for rotating said shaft in either 
direction, which extend to the entiiuj driver's 



stand. 

5. In a traction engine boiler and support, 
and in combination substantially as described, 
wilh the axle and the boiler, the blocks E 
and G, the hollow standard F journaled in 
the block E, and arranged to slide in a pas- 
sage way in the block G, the screw threaded 
shaft I secured to the boiler substantially as 
shown, screwed into the hollow standard F, 
and having a pinion i^ whioh gears with a 
worm gear k'^, carried on a shaft K the rear 
end of which has a pinion k^ fixed thereon, 
means for rotating S'^'d shaft in either direc- 
tion, which extend to the engine driver's 
stand, and a brace consisting of the bracket 
1)1. pendant n, and rod n'. 

509,886. AUGUST T. FINKE, Gnud 
Thunder, Minn. Traction-Engine Ten- 
der. Filed July 26. 1893. Patented Dec. 
5,1893. Serial No. 481,501. (No model). 
This invention relates to traction engines 
and has special reference to tenders for the 
same, the object being to provide simple and 
convenient means for managing the tender 
in backing up any distance, turning around 
so as to get into lino for work, or to rnn in 
any directinu, backward or lorward from the 
place occupied, without detaching the same, 
and also to cause it to adjust itself to uneven- 
ness of the ground over which it may travel 
or upon which it may stand. 

1. Theeoinbination witha tender for a trac- 
tion engine of a rocking bolster having cast- 
ers on opposite ends thereof, substantially as 
described. 

2. The combination with a tender for a trac- 
tion engine, of a cross beam, having a cen- 
tral fulcrum, a rucking bolster pivotally con- 
nected to said futcrumaud having casters on 
the opposite ends thereof, and an elongated 
pivot-rod engaging the said rocKing bolster 
and fulcrum, subptantiallv as described. 

510,707. MELVIN POWERS, Des 

Moines, Iowa. Traction-Engine. Filed 
April 18, 1893. Patented Dec. 12. 1893. 
Serial No. 470.927. (No model.) 

'fhe objects oi" my invention are, first, to 
provide improved means for supporting the 
operative mechanism of a traction engine and 
also the boiler, independently of each other. 

A further object is to provide a bolster or 
saddle adapted to suppji+the forward end of 
the boiler and also two steam cylinders on 
opposite sides of the boiler and out of con- 
tact therewith. 

A further object is to provide ituproved 
means for operating the steering mechanism 
by means of power generated by the engine 
proper and controlled by meaiis of a lever 
within the cab. 

A further object is to provide a simple, 
strong and durable 'fifth wiieel which shall be 
so arranged that the engine mechanism will 
maintain an approximately horizontal posi- 
tion irrespective of the inequalities in the 
surface of the road. 

A further object Ik to provide simple, dura-' 
ble and effective means arranged to be oper- 
.ited by the same 'ever which controls the 
engine reversing mechanism, whereby the 
traction wheels of the engine are reversed and 
which will also allow the traction wheels to 
operate independently of each other either 
when advancing or i^ioving backward as re- 
quired in turning. 

My invention consists primarily in the con- 
struction and arrangement of thesuDporting 
f 'ame of the machine. 

My invention consists further in the con- 
struction of a bolster or saddle for support- 
ing the forward endof the boilerand also two 
steam cylinders or; opposite sides thereof. 

My invention cousiats further in the con- 
struction, arrangement and combination of 
the steering mechanism. 

My invention consi^*:8 further in the con- 
straction and arrangement of the means for 
reversing the traction wheels of the engine 
and in the combination of the same with the 
mechanism for reversing the engine, so that 
they will be reversed simultaneously, by the 
manipulation of a single lever. 
- 1. In a traction engine, the combination of 
the followingelemer'ts, to wit; a bolster or sad- 
dle supported indirectly by the forward axle 
and adapted to support the forward end of a 
boilerand alsoa steam cylinder on each side of 
the boilerwithont being in direct contact there- 
with, a rear axle bent downwardly in its cen- 
tral portion and having vertically-adjustable, 
cushioned, bearings attached thereto, an ob- 
long frame fixed to the forward bolster and 
mounted on said cushioned bearings at its 
rear end, as set forth, and cross pieces fixed 
to the sides of the f rs me and bent down vard !y 

at tho Ttar end of the fi-ame to receive the 
cab. snbstautiallvinihe manner set forth, for 



the purposes stated. 

2. In a traction engine the combination of 
a bolster or saddlesupported indirectly by the 
forward axle and having means for support- 
ing the forward end of the boiler, and also the 
two steam cylinders without being in direct 
contact vvitli the boiler, for the purposes 
stated, an oblong frame having its forward 
end mounted upon the aforesaid bolster or 
saddle and its rear end attached to the verti- 
cally adjustable cushioned bearings of the 
rear axle, lrus.ses in the approximate central 
portion oC the side pieces of the frame, to conn-' 
teract vertical strai n u pon the frame, hangers 
secured to the sides of the frame and passed 
beneath the fire box to support it, and means 
for supportingall of the other operative mech- 
anism of the device upon the said frame with- 
out being in direct contact with the boiler or 
fire box for the purposes stated. 

3. In a traction engine an improved fifth 
wheel, comprising a brace secured to the for- 
ward axle, a concave formation on the top 
surface of said brace, integral projections at 
the forward and rear ends of said concave sur- 
face, a lower fifth wheel section having a lon- 
gitudinally extending convex projection 
adapted to rest upon the aforesaid concave 
surface, a bolt to pass through the aforesaiu 
integral projection of the brace and the con-' 
vex projection to hold the latter in place, in 
combination with a fifth wheel of ordinary 
construction in the manner set forth for the 
purposes stated. 

4. In a traction engine, au improved steer- 
ing device, comprising a rotatable shaft 
mounted in suitable bearings in the rear of 
the forward wheels, chaius or their equiva- 
lents fixed to opposite sides of the center of 
the axle of said forward wheels and wound in 
opposite directions upon the aforesaid rotat- 
able shaft, a shaft rotatably mounted in suit- 
able bearingsdirectly above the rear axle, gear 
wheels fixed to the axle of the traction wheels, 
like gears fixed to said shaft and in mesh with 
the aforesaid gears, two bevel geir wheels 
loosely mounted on the said shaft, clutch de- 
vices slidingly and non-rotatably attached 
to tho said shaft t6 engage said bevel gear 
wheels, a leverconneeted with said clutch de- 
vices whereby either of them may be rotated 
ot bolu remain inoperative, as set forth, a 
shaft mounted in suitable bearings with a 
worm on itsforward end and abevel gearwheel 
on its rear end adapted to mesh with either of 
the aforesaid bevel gear wheels, a gear wheel 
fixed to said forward shaft, to be engaged by 
said worm, substantially as, and for the pur- 
poses, stated. 

5. In a traction engine mechanism for aa- 
tomaticatly reversing the traction wheels of 
the device simultaneously with the engine re- 
versing mechanism comprising a lever adapt- 
ed tooperate the usual engine reversing mech- 
anism, a rod adapted to be operated by a 
movement of the engine reversing mechanism 
a rotatable shaft mounted in suitable bear- 
ings and geared to the engines to be operated 
thereby one or more sprocket wheels loosely 
mounted upon said shaft and connected with 
the traction wheels by means of A sprocket 
chain andsultableclntch devices actuated by 
the aforesaid rod whereby the said sprocket 
wheel is rotated forwardly Or rearwardly by a 
reversal of the engine reversing mechanism 
for the purposes stated. 

6. In a traction engine mechanism for an- 
touiatically reversing the traction wheels of 
thedevicesimnltaneously with the engine re- 
versing mechanism, comprising a leveradapt- 
ed to actuate the usual engine reversing mech- 
anism, a rod adapted to be actuated by the en- 
gine reversing mechanism, a shaft rotatably 
mounted in suitable bearings and geared to 
tne engines substantially as set forth, one or 
more sprocket wheels loosely mounted on said 
shaft and connected with the traction""wheels 
by means of a sprocket chain, two clutch de- , 
vices constructed substantially as set forth 
and mounted on the said shaft on opposite 
sides of each sprocket wheel, having a sliding 
non-rotatable connection with the said shaft 
and adapted to engage the Sprocket wheel in 
the manner set forth, and the means shown 
and described operated by the aforesaid rod 
for placing either of the said clutch devices 
in engagement with the sprocket wheel to op- 
erate the traction wheels in opposite directions 
substantiallv as set forth, 

520,688. GEORGE W. KRAMER, 

Peoria. 111., assignor to the Hart Weighei 
Company, same place. Filed July 24, 
1893. Patented May 29. 1894. Serial No. 
481.329. CNo model.) 

This invention is in the nature' .of an im- 
prcvemont upon the invention shown, de 
scribed and claimed^ in my application" for 
Letters Patent, filed April 7, 1892, Serial No." 
i38.242, which application was allowed .Tnlv. 



TRACTION ENGINES. 



651 



' 7, 1893, and from which application this in- 
vention was withdrawn by amendment of 
April 21, 1393. It has in view Iho s:une ob- 
jects set forth in the application above named, 
and consists, broauiy, in actuating either one 
or the other of the opposi^oly disposed bev- 
eled gears, by means of what is known as a 
"rim olntch," that is to say, by means of a 
clutch in which one or more parts engage with 
a rim or part upon the gear to be driven, and 
by gach engagement operate the device and 
,^irect the engine in the desired cocrse. 

1. in a steering gear for traction engines, a 
frame supported by the boiler; a shaft jour- 
naled on the frame and driven by the power 
of the engine; two oppositely disposed beveled 
gears loosely inounted on the shaft, -and hav- 
ing rims adapted to engage a clutch; an in- 
termediate gear meshing with both the other 
gears, and adapted to be driven by either of 
the same-, and means for comrannicating the 
rotary motion of the intermediate gear to 
the take-up drum; in combination witli tivo 
clutches mounted upon and revolving with 
the shaft, and so arranged thaj, each of said 
clutches shall engage with the rim of a gear 
16 operate the same, and each being so con- 
nected to the shifting lever that only one of 
said gears will be operated at a ti me, whereby 
upon moving the shifting lever one way one 
Of the g^ars is operated and the engine is di- 
rected on one course, and upon moving the 
shifting lever the other way, the other gear 
is operated- and the engine is directed on an 
opposite course; substantially as and for the 
purposes set forth. 

2. In a device of the kind described, tuu 
frame C; the shaft D carried thereby; the 
■gears J J' loosely mounted on the shaft, and 
having rims K formed thereon; the interme- 
diate gear H meshing with both the othei 
gears and adapted to be driven by either; anc 
means for dommnnicaiting the rotary motion 
of the gearH to the take-np drum; in com- 
bination with the pulleysM M mounted upon, 
the shaft near the gears J J' and adapted to 
iot.ate with said shaft; and shoes N pivotally 
connected to said pulleys and adapted to Ije 
brought into friqtional contact with the rims 
K to operate one or tbe other of the gears J J', 
whereby the> engine is directed upon a desired 
coTirse. 

3. In a device of the kind descjibed, the 
frame C; the shaft D carried thereby; the 
gears J J ' loosely mounted 6n the shaft and 
having rims K formed thereon; the interme- 
dial'" gear H meshing with both the other 
gears and adapted to be driven by either; and 
.means for communicating the rotary motion 
of the gear H to thei take-np drum; in com- 
bination with the pulleys M M mounted upon- 
the shaft near the gears J J' and adapted to, 
rotate with the shaft;' shoes N pivotally cor 
necteiwith said pulleys; the collar P mounted 
apon the shaft between the gears J J' and 
adapted to be longitudinally moved upon the 
same; the coUar E encircling the collarP and 
connected to the shifting lever; and armsU" 
extending from the collar P to the shoes N*,: 
\Jhereby upon longitudinally moving the part 
P pne way or the other the shoes N are caused 
to engage with th^ rim K upon one'Cnd or the 
other, and- the engine thereby directed as de- 
sired; substantially as and for the purposes 
set forth. 

621,988. CHARLES QUAST, Manou, 
Ohio. Traction-Engine. Filed" Dec. 5, 
1893. Patented June 26, 1894. Serial N<\. 
■!92,844. (No model.) 
It is the object of my invention to provide 
a traction engine capable of being readily re- 
versed or driven at different speeds without 
stopping the motor shaft and without requir- 
ing the driver to leave his position at the front 
of the engine. 

The invention inciudes reversing gearing 
wi,th clutches and speeding gearing with 
:clntch meclianism arranged so that the operr 
ator may stop the machine by throwing either 
clutch to its central position. 

It includes further compensating gearing 
whereby one wheel may tnrn faster than the 
other at different speeds in turning curves 
and in various features of construction here- 
inafter coinfed out. 

. ]. In atraction engine, the motor siiaft, the 
transmitting shaft 8, the shaft 108, the gear 
fixed thereon, the two gears loose on the 
shaft 8 and in constant engagement with the 
gear 6, the eluter, shells on the shaft 8, the 
clutch rings adapted to engage. the clutch 
shells and connected wiih the lo,ose gears to 
impel the same, the toggle levers for thrown 
ing the clutch rings into engagement with 
the shells, the means for operating- the tog- 
gleeand the transmitting mechanism between 
«h(ift 103 and the aile, .-Aibstaniially as de- 
scribed. . 

2. Tn coinbina'ion, in a traction engine the 



motor shaft the shaft 108, the connections 
therefrom tn the axles, the gear C on the shaft 
108, the shaft 8 extending transver.nely of the 
engine the loose gears thereon in engagement 
Tvith the gears C, the clutches outside of tlie 
loose gears, the grooved collars iutecmediate 
of the loose gears and arrnnged onitlie shaft 
8, the coonectious for operating the. grooved 
collars and 'the connections between the col- 
lars and the clutch beyond the loose gears, 
substantial!}' as described. 

3. In combination, the traction wheels, the 
motor shaft, the transmitting shaft 108, be- 
tween the same and the traction .wheels, the 
clutch shafts, the gearing and ciutohes there- 
on, the levers 81 and 91 for operatingthe said 
clritche.o, the grooved cam for 'operating the 
levers and the means for operating the cam 
shaft, the arrangement being such that oiily 
one clutch can be brought into aotionat a 
time but never both, tr both are out of ac- 
tion, substantially as described, 

4. In combination in a traction engine,:the 
motor shaft, the transmitting shaft 108, the 
traction wheels, the clutch Shafts, the clutch 
shell rigid thereon, the ring C, having in- 
clined cheeks, the wedge for spreading said 
cheeks apart and setting the clutch, the tog- 
gle levers connected to the ring at one side 
and arranged to operate the wedge at the 
other side, the gear engaging the olatoh ring 
to be turned thereby and the means for oper- 
ating the toggle arras, substantially as de- 
scribed. 

5. In combination, tho motor shaft, the trac- 
tion wheels, the transmitting shaft, the shells 
on the cUitch shaft, the clutch rings thereon, 
the gears on the clutch shaft between the 
rings, the togglelevero foroperating the rings 
against the shells, the grooved collars on the 
clutch shaft between the gears and the le- 
vers for operating said collars, the arrange- 
ment being such that only one clutch is in 
action at a tinie but never both, or botli are 
out of action, substantially as described. 

6. In combination in a traction engine, the 
traction wheels, the shaft 108, the speeding 
gear, the gears 12 and 13 on the shaft 108 
laving clutch teeth, the sliding clutch sleeve 
outside the shaft for engaging the teeth, the 
bolt moving in a recess in the extreme end o{ 
shaft lOS.projecting therefrom and oonneoted 
with the clutch sleeve through a slot in the 
shaft and means for- operating said bolt 
lengthwise, the arrangement being such that 
only one gear is in actiqn at one time but 
never both, or both are out of action, sub- 
stantially as described. 

7. In combination in a traction engine, the 
traction wheels, the two shafts 27 — 184 forop- 
erating the wheels independently,-said shafts 
being brought together end to end centrally 
of the m,achine the gears 125— 1?7 both rig- 
idly fi.xed on adjacent ends of said shafts, the 
gear 128 loose on one shaft, the means for 
operating sai(J gear and the pinions 122 car- 
ried by the gear 128 and engaging the gears 
125 — 127 constituting a compensating gear- 
ing, substantially as described. 

' 8. In combination, in a traction engine, the 
traction wheels, the indei<endent shafts for 
drivinir themv the compensating gearinc for 

opeiiitting ,th6 said shafts whereby, one wteeel 
may :turn, faster .than the:.other in tuTning 
carves, and the change speed driving. means 
.for operating the gearing, .including the 
double geai 128 carrying the pinions 122 and 
thus constituting a part of the compensating 
gearing,- substantially as described. 

0,.lu:a traction engine; the combination of 
the;frame:>work, the gearing and theiraetion 
wheelscomprising the two rings and the cross 
bars.conneoting the^x and the cross prongs be ■ 
tween the cross bars, both the said cross bars 
Hud thOiCross prongs being external of the 
wheels periphetyi sabstantially as described. 

10*. In combination in a traction engine, the 
frame work the gearing and traction wheels, 
the front truck, the-ball bearing, the socket 
GQt.theroforj the. segment carried by the truck, 
the piniOB jou.rbaled in bearings in the frame 
land liaving one end formed as a.worm wheel 
and 'the gear. and hand' shaft forturningsaid 
w.orm .wheel: and pinion,.sub3tantially as de- 
scribed. 

H;.In eambinatiop i the motor shaft, the 
shafts extending- transversely of theengine, 
theloose gears thereon, the clutches for, fix- 
ing ejth«(r gear to .the shaft, the shaft 103 ex- 
tending- lengthwise of the engine and- cen- 
trally of the same andof the transverse shaft 
a, the gears thereon engaging the loose gears 
of the shaft 8. the two shafts 27,and .184 ex- 
tending transversely at the rear end. of the 
shaft '108 and' having their ends .brought to- 
gether at the center of the engina^lhe gears 
flxed on'said adjacent ends,- the. pinions 
meshing with said gears, thedouble gearl2B 
locSe on .the shaft. 27,.a.id carrying the said 
-pinions 129 the loose gears 12, 13 at the rear 



eno of the shaftlOB, the clutch Sxing either 
ofi said gears to itho said shaft to drive' the 
gear 128 and tho means for operating, the 
clutches, substantially as described. 

13. In. combination, in a traction ; engine, 
the traction wheels, the motor shaft. and the 
transmitting connections, including the gears 
connected with the tr.''.ction wheels, the 'roll- 
ing pinions 122 between and the. combined 
compensating and change speed gear 128 hav- 
ing the double rows of teeth and carrying 
the pinions 122, substantially as described. 

13. In a traction engine the traction' wheel 
comprising the. two ringa and the cross bars 
extending between -thein inclined reversely 
in relation to each other and farming trian- 
gular spaces between "them, substantially as 
described. 

525,829. PAUL A. N. WINAND, Phila- 
delphia, Pa., asiiignor to Mes.s. Schlciciier. 
Schumm & Co.. same place. Traction- 
Engine. Filed July 26. l'S93. Patented 
Sept. 11. 1894. Serial No. 481,. SAH (No 
model.) 

Myinvention reiaieo to traction or self pro- 
pelling road engines and refers more partica- 
larly to such engines Jn which the motive 
power Is derived from a gas or oil engine. 

1. ,In a traction engine, the combination 
with the motor mechanism and the traction 
wheels, of an Intermediate shaft for transmit- 
ting motion from said mechanism to the trac- 
tion wheels, said shaft being made In two 
parts, and said parts being connected at their 
adjacent ends by a friction conpllng 8, and 
the parts of said coupling being connected 
J>y bolts or similar means, all as and for the 
purposes set forth. 

2. In a traction engine, the combination of 
t^e motor mechanism and the traction wheels 
15, an intermediate shaft 4 foe transmitting 
motion from said mechanism to said wheel°, 
iaid shaft being m^de in two parts and said 
parts being connected together at their adja- 
cent ends by a friction coupling, the axle for 
supporting the traction wheels, a gear jour^ 
naled on said axle and receiving its motion . 
^rom theshaf 1 4, through compensating mech- 
anism, and spring rods connecting said gears 
and traction whepls and supporting the same, 
all as and for the purposes set forth. 

533,132. FRANK F. LANDIS, Waynes- 
borough, Pa. Steering-Gear for Trac- 
tion - Engines. Filed Nov. 23, 1894. 
Patented Jan. 29, 1895. Serial No. 529,708. 
(No model. ) 

This invention relates to the mpchanism 
used for steering traction engines; and it 
consists in the novel construction and combi- 
nation of the parts hereinafter fully described 
and claimed. 

1. The combination, with uearings carried 
by the traction engine, of a longitudinally-ar- 
ranged frame pivoted horizontally between 
the said bearings, a steering axle provided 
with road wheels and pivoted vertically in 
the said frame, an operating shaft jonrnaled 
in the rear end pivot of the said frame, and 
driving mechanism operativeiy connecting 
the said shaft with the said axle, substan- 
tially as set forth. 

2. The combination, with the horizontally- 
pivoted supporting frame, 'and tho steering 
axle pivoted vertically in the said frame; of 
a toothed segment slidably connected to the 
said axle,' springs interposed between the 
ends of the said segment and the axle, an op- 
erating shaft jonrnaled in tho rear end pivot 
of the said frame, and toothed gearing oper- 
ativeiy connecting thesaid shaft with the said 
segment, substantially as set forth. . 

3. The combination, with the horizontally- 
pivoted supporting frame, and the steering 
axle pivoted vertically in the said frame; of 
a toothed segment secured to the said axle,a 
toothed pinion and a worm wheel carried by 
the frame, said pinion gearing into the said 
segment; an operatingshaft jonrnaled in the 
rear end pivot of the frame, and a worm se- 
cured on the said shaft and gearing into the 
said worm wheel, substantially as and for the 
purpose set forth. 

535,567. MARTIN L. WEBSTER aud 
PETER W. HUTCHINS, Richmond. 
Ind. Steering Device for Tractlon- 
Engines. Filed July 2, 1894. Patented 
Mar. J2. 1895. Serial No. 516,274. (No 
model.') 

1. In a steering devicethesbat't J provided 
with pinIon«-2 and 4 the band K having cogs 
on Its periphery, and sway bar F provided with 
cogs on its upper surface constructed andnn- 

erating substantially In the manner and for 
the purpose set forth and described. 

2. In combination with shaft G, trie clutch 
8 pinions 1. 1', aud 2 lever a rod d provided. 



652 



TRACTION ENGINES. 



with handle h. shaft J. r'nion 4 and band K 
as herein set forth. 

637,217. JONATHAN J. MOORE, 
Thorntown, Ind. Traction-Engine Cab. 
Filed Sept. 12, 1894. Patented Apr. »>, 
1H95. Serial No. 522,799. (No model, i 
The object of iny improvement is to provide 
a qab for the protection of the driver of a 
traction-engine, which shall avoid the jolting 
of the driver when moving along rough roads, 
and which shall be easily detachable from the 
body of the machine when used as a station- 
ary engine. 

The combination of the boiler of a traction 
engine, the frame provided with a pair of arms 
pivoted to the boiler front and suspended 
therefrom in a horizontal position substan- 
tially as set forth, springs carried by said 
frame, a cab or bousing consisting of a plat- 
form mounted upon said springs the tanks 
mounted on the opposite ends of said plat- 
form, the frame-work erected upon said tanks, 
and the roof secured to said frame-work, the 
standard erected upon said boiler, and the bar 
pivoted to said standard and to said roof so 
as to swing horizontally thereon, all arranged 
to co-operate substantially as set forth 

637,263, FREDERICK R. AVERY, 

Peoria, 111. Administrator of Robert H.. 
Avery, deceased. Road-Engine. Filed 
May 8, 1893- Patented Apr. 9, 1895. 
Serial No. 47.i.480J^. (No model.) 
I am aware of the fact that vehicles have 
been constructed with truck frames above 
the front axles to which frames chains were 
applied; but I believe the said Robert H. 
Avery to have been the firat.to have mounted 
the boiler of a traction engine of this class 
by means of a swiveling or pivoting connec- 
tion directly upon the axle, and to have ap- 
plied to said axle levers extending back there- 
from, with draft chains and independent stop 
bains connected to said levers. 

1. In a traction engine, in combination with 
the ground traction wheels, the craink shaft 
adapted to rotate contiuilously,the fly wheel 
keyed thereto, the gearing intermediate of 
said shaft and the ground wheels and adapted 
to be intermittingly actuated by the momen- 
tum of the fly wheel, the pinion F loose on 
the crank shaft and having the sI«ovo/ and 
the radialgaidebarsH in i,Qgral therewith, the 
collar K sliding on said sleeve, and the friction 
shoes engaging with the fly wheel, the toggle 
levers each having the pans J, J' pivoted to- 
gether and respectively pivoted to the shoe 
and to the collar K, and the links L pivoted 
to the bars H and to the lever parts J, J', said 
links and levers beingarranged substantially 
as set forth, whereby they can be stationary 
with the pinion and the shoes independently 
of the continuously rotating shaft. 

2. In a traction engine', the combination 
with the horizontally arranged boiler, the 
steering axle B' below the boiler, the pivotal 
connecting devices extending downward from 
the boiler to the axle, the horizontal chain 
winding shaft below the boiler, the steering 
chains 6^ engaging with said shaft, the stop 
chains C independent of the draft chains, 
and the levers or bars ^''^eeured directly to 
the'axle and extending back therefrom and 
connected .to the steering chains and the stop 
chains, substantially as set forth. 

538.674. GUSTAF A. ANDERSON, 

Waynesborough. Pa., assignor to the 
Geiser Manufacturing Company, same 
place. Traction-Engine. Filed Jan. 26. 
1895. Patented Apr. 30, 1895. Serial No, 
.530.325. CNo model. 1 
Tnis Invention relates to traction engines, 
and itcou::ists in the novel construction and 
combination of the parts hereinafter fully de- 
scribed and claimed whereby the driving 
mechanism is freed from the effects of the 
expansion and contraction of the boiler to 
which it is secured. 

1. in a traction engine, the combination, 
with a boiler, of a steam engine having itis 
crank shaft bearings rigidly secured in a lon- 
gitudinal direction to the boiler,and a flexible 
plate arranged crosswise of the boilerand sup- 
porting the end of the bed and the steam cyl- 
Jnder, substantially as set forth. 

2. In a traction engine, the combination, 
with the boiler, the countershaft bearings 
abovj theboi1er,and the tubular bearing, for 
supporting the master gear wheels, arranged 
at the front of the boiler; of distance pieces 
rigidly connecting thesaid bearings together 
and to the sides of the boiler, and an expan- 
sion support for the said boiler secured to it 
and to the" said tubular bearing and permit- 
ting the boiler to expand and contract longi- 
tudinally, snhsiantially as set forth. 

3. In a traction engine, the combiration, 
~with llie boilor. and tbe-tubular l)eanng, for 



supporting the master gear wheels, arranged 
at the front of the boiler; of an expansion 
support for the boiler secured to it and to th^ 
said tubular bearing and permitting the 
boiler to expand and contract longitudinally, 
and distance pieces rigidly secured to the said 
tubular bearing and to the sides of the boiler, 
substantially as set forth. 

4. In a traction engine, the combination, 
with the boiler, the brackets B' rigidly secured 
thereto for supporting the crank shaft bear- 
ings, and the brackets G rigidly secured to 
the sides.of the boiler below the brackets B'; 
of thecountershaft bearings, the tubular bear- 
ing for the master gear wheels, an expansion 
support for the boiler secured to it and to the 
said tubular bearing, the distance pieces con- 
necting the countershaft bearings with the 
brackets B'; and the distance pieces 1, 2, and 
3, connecting the countershaft bearings and 
the tubular bearing together and to thelbrack- 
ets G, substantially as set forth. 

5. In a traction engine, the combination, 
with the boiler, the countershaft bearings con- 
nected together, and frames connected to the 
sides of the boiler and to the said bearings; 
of a horizontal radius bar pi votally connected 
to the boiler and to one of the said bearings, 
thereby relieving them from lateral strains 
and permitting the boiler to expand and con- 
tract longitndinally,substantial!yasset forth. 

C. In a traction engine, the coinbi nation, 
with the tubular bearing for supporting the 
master gear wheels, and the spring-supported 
bearings sliding vertically in the tpbolar bear- 
ing; of the axle supported in the said bear- 
ings and provided with means for preventing 
it from sliding longitudinally in them, and 
one or more vertical radius rods pivoted to 
the said tubular bearing and to one of the 
said axle beaiings and permitting the ends of 
the axle to rise and fall independent of each 
other, substantially as Sfet forth 

539.013. EDWARD T. WRIGHT, 

Springfield, Ohio, assignor to the O. S. 

Kelley Company, same place. Brake for 

Road-Engines. Filed Mar. 1 1 , 1895. 

Patented May 7, 1895. Serial No. 541,372. 

{No model.) 

My invention relates to improvements in 
brakes for road engines, and the object of my 
invention is to provide a brake device which 
is simple iu its construction, effective in its 
operation, and of a construction and arrange- 
ment which' can be applied to road engines 
of the ordinary type without any material 
change in their construction. 

1. Inaroadengine, in combination with its 
driving wheel, of a pivoted frame having a 
brake shoe pivoted therein, a pivoted foot 
lever at the outer or free end of said frame, 
saidioot lever having aprojection adapted to 
rest in contact with a stationary support to 
hold said frame in an elevated position, said 
foot lever being further capable of a limited 
movement which will disengage said projec- 
tion and cause said lever to operate said frame, 
substantially as specified, 

2. In a road engine, (he combination with-a 
iriving wheel, of a frame having a pivoted 
brake shoe therein, and a shaft above said 
driving wheel forming a part of tho connec- 
tion between said driving wheel and the mo- 
tive power, said shaft being extended over the 
driving wheel to form a journal or trunnion 
for said brake frame, substantially as speci- 
iied. 

3. lu a road engine, the combination with a 
driving wheel, and a shaft forming part of the 
driving connection for said driving wheel, of 
a brake frame jourualed on said shaft, a piv-' 
oted brake shoe in said frame,and a pivoted 
foot lever having a limited movement also 
couneoted to said frame, and a projection on 
said footlevertonormallysupportsaid frame, 
substantially as specified. 

4. In a road engine, the comUination with a 
pivoted frame, and a driving wheel, a pivoted 
brake shoe in said frame, and a pivoted foot 
lever also connected to said frame, a foot 
board in proximity to said brake frame, and 
a projection on said foot lever to engage said 
foot board, stop projections on said frame to 
limit the movement of said lever whereby 
said lever is caused to operate said f rameaf tei 
it isdisengaged from said foot board, substan- 
tiallyas specified. 

5. In a road engine, the combination with a 
main driving wjieel, and a shaft forming part 
of the driving mechaaism thereof, said shaft 
b^ing extended over said driving wheel, of a 
frame journaled on the end of said shaft, a 
pivoted brake shoe in said frame i o proximity 
to said journal, and a pivoted foot lever in 
the out^r or free end of said frame, a projec- 
tion on said foot lever to engage a stationary 
part and hold said frame'in an elevatod po- 
sition, -stops on said frame to limit the move- 
mentoC said foot lover and causesaid lever to 
operate said frame after the oroiection there- 



on has been removed from the stationary slip 
port by the limited movement of said fool 
lever, sirt)stantially as specified. 

639,926. FERDINAND M. THEISEN, 
Independence. Wis. Steering Device 
for Tractlon-Engines. I'iled Feb. 21, 
1895. Patented May 28, 1895. Serial No. 
539.280. (No model.) 
My invention relates to steering apparatus 
for traction engines. The same consists of a 
threaded rod having^a crank extension at its. 
rear end, tho same mounted in suitable bear- 
ings on the side of the engine, a threaded col- 
lar surrounding said rod, having flanges pro- 
jecting from each side thereof, each of which 
is connected by a rod to one end of a bar piv- 
oted centrally to a bracket depending from 
the under side of the tubular boiler, the said 
bar in turn having rods connecting its outer 
ends with the axle of the front wheels which 
has a pivotal connection with the engine. 

'I'be combination with a traction engine 
having the axle of the front wheels thereof 
pivotally connected at its center to said en- 
gine, of asteering device therefor, consisting 
of a casing secured to the rear end of the en- 
gine at one side thereof, provided with elon- 
gated slots oni each side, a rod having a crank 
arm at its rear end moving in said casing and 
mounted in bearings secured to said engine, 
a threaded collar moving on said rod hav- 
ing flanges on each side thereof^ projecting 
through thcslots in said casing, a cross bar 
pivoted to a bracket on the under side of the 
engine, and rods connecting the outer ends of 
said bar with the flanges on said^collar, and 
pitmen connected to the outer ends of said 
bar and to the axle of the front wheels, sub- 
stantiallv as and for t^e purpose described. 

542,621. CHARLES F. GODDARD, 

Chicago, 111. Steering Mechanism for 

Thrashing Machines. Filed Feb. 13, 

1895. Patented July 9, 1895. Serial No. 

538.193. (No model.) 

My invention relates tosteering mechanism 

especially designed for thrashing-machines, 

though, of course, it might be used with other 

similar apparatus. 

1. The combination uf ashaft havingagear 
wheel on the end thereof, with a transverse 
.shaft mounted upon a cap on the end of the 
flrst mentioned shaft so as to swing thereon, 
and gear wheels on such transversie shaft 
adapted to intermittently engage the gear 
wheel on the first mentioned shaft. 

2. In a thrashing machine the combination 
of a steering gear with a controlling shaft 
therefor, a gear on such shaft, a tilting shaft 
with gears thereon which move therewith said 
gears adapted one at a time to engage the 
controlling shaft, and means for driving said 
gears. 

3. The combination of a controlling shaft 
with a gear thereon, a transverse shaft with 
geai-s thereon adapted alternately to engage 
the flrst mentioned gear, and'means whereby 
the transverse shaft may be raised or lowered 
.t one end to bring the gears thereon alter- 
nately in engagement with the gear on the 
controllinff shaft. 

4. In a thrashing machine the combination 
of a rotating driving wheel with a shaft hav- 
ing a friction wheel on one end thereof op- 
posed to the driving wheel and gears on the 
other end, means for movjng the end of the 
shaft carrying the friction wheel either ver- 
tically or laterally, and a shaft and gear adapt- 
ed alternately to engage the gears on the trans- 
verse shaft^ 

6. The combination of a shaft adapted to 
be alternately rotated in opposite directions, 
with a gear wheel on the npper end thereof, 
a tilting bearing on the top of said shaft, a 
transverse shaft in such bearing, gears there- 
to on opposite sides of the bearing and adapt- 
ed alternately to engage the gear on the re- 
versing shaft. 

G. The combination of a shaft adapted, to 
je alternately rotated in opposite directions, 
with a gear wheel on the upper end thereof, 
a tilting bearing on the top of said shaft, a 
transverse shaft in snbh bearing, gears there- 
to on opposite sides of the bearing and adapt- 
ed alternate)}' to engage th6 gear on the re- 
ver3ingshaft,and a friction wheel on the other 
end of the transvertte shaft, and means for 
movino: tbat end of the shaft to bring one and 
then the other of its geare into engagement 
with the gear on the vertical shaft. 

7. The combination of a shaft adapted to 
be alternately rotated in opposite directions, 
with a gear wheel on the upper end thereof, 
a tilting bearing on the top of said shaft, a 
transverse shaft in such bearing, gears there- 
to on opposite sides of the bearing and adapt- 
f*(i alternately to engage ihe gear on the re- 
versing shaft, and a friction wheel on the other 
end of the transverse shaft, and means for 
mo\ing tbat end of the shaft to bring oneand<- 



TRACTION ENGINES. 



653 



then, the oiher o)L us jriaars ioto oi.f.'agement 
with the g;ear on the vertical shaft, and to 
bring the friction gear against an opposed 
driving gear, whereby the transverse shaft is 

TOtatPQ. 

645,287. WILLIE C. HANCOCK, Al 

bany, Ky. Leveling Machine. Filed 
May I'i, 1895. Patented Aug. 27, 1895. 
Serial No. 549.311. (No model.) 
The invention relates to traotlon-eugines, 
portable boilers, and like machines; and its 
object is to prov-ide a now arid improved lev- 
eling device to permit of cboveniently set- 
ting the boiler in a horizontal position in case 
it stands on uneven ground or travels iin or 
down a hill. 

The inventiou consists of^a fixed, screw^rod 
and a block having a nutand pivoted on the 
boiler. 

The invention also consists of certain parts 
and details and combinations of the same, as 
will be fully described hereinafter, and then 
pointed oat in the claims. 

1. The combination with an axie and a 
boiler, of a screw rod rigid on thw axle and 
projecting apwardly into the boiler,a tubular 
casing arranged within the boiler and receiv- 
ing the screw rod, a block secured to the boiler 
and directly below the tubular casing, a nut 
pivotally connected to the block and operat- 
ing on the screw rod, and means for revolv- 
ing the nut, substantially as described. 

2. The combinaition with an axle and the 
parts supported thereby, of a rigid screw rod 

carried by the axle, ft block pivotally con- 
nected to the parts supported by the axle, a 
nut fitting within the block and having an 
annular groove therein, a set screw carried 
by the block and projecting into the groove 
of the nut, and means for revolving the nut, 
substantially as described. 

3. The combination, with an axle and a 
boiler carried thereby, of a threaded rod rigid 
on the axle, a block connected to the boiler, 
a nut rotatively mounted in the block and 
operated with the rod, a diagonally disposed 
shaft having bearings on the outside of the 
boiler and geared with the nntand means for 
revolving waid shaft, substantially as de- 
scribed. 

4. The couabination with an axle Jind a sup- 
ported part of a rigid screw rod, a nut oper- 
ating thereon and having an annular groove, 
a block receiving the nutand revolubly hold- 
ing the same, a set screw passing through the 
block and into the groove of the nut, and 
means for operftting the nut, substantially as 
described. 

545,962. GEORGE W. LEWIS, Chica- 
go, 111. Motor for Traction-Engines. 
Filed June 20, 1895. Patented vSupt. 10. 
1895. Serial No. 515.181. (No model.) 

1. Tne combination, with a prime mover 
and a part to be driven, of driving connecT 
Hons between, the same, comprising a driving 
pailey actuated by the prime mover, two fric- 
tion puUoys arranged in proximity to the driv- 
ing pulley, said pulleys being movf^ble toward 
^nd from the driving pulley, a spurgea,ring 
connecting both of said pulleys with, the part 
to be driven, said spur gearing being con- 
at,antly engaged with both friction pulleys 
ami. ombraping a, gear wheel intermesbing 
wilji another gear wheel which is engaged with 
one of the friction T-uUoys, said gearwheel 
fir^t aiontioqed being engaged with the other 
friction pulley and acting to reverse the di- 
rection of motion of the second gear wheel 
vfhen driven by such other pulley, substan- 
tially aadesoribod. 

2. The combination, with a prime mover 
fiiid.rt part to be driven, of driving connec- 
tipqs between bhesame, comprising a driving 
ouUey, tv^o bodily, movable friction pulleys 
vrnuiged in proximity to the driving pulley, 
gea^ring coanetiting both friction pulleys with 
the ps^rt to be driven, embracing a gear wheel 
which is actuated by one of the piiUeyb, aud 
which gives reverse movement to the gearing 
when the latter is d.-iven by th^ pulley, and 
$ mpur gear, speed changing dovipe interposed 
t>eiweon Haid bi^ur gearing and the part to be 
driven, substantially as desoribed. 

3. The c .mbination, with a prime mover 
and a part to be driven, of driving conneo- 
tjpns between the same, comprising a driving 
pulley whioh is actuated by the prime mover, 
two friction pulleys arranged in proximity to 
the driving pulley, spur gearing conneotiog 
both friction pul'eys with the part to bedrivon, 
aaid spur gearing embracing a ij^ear wheel 

which is driven by one friction puliey, and a 
second spur wheel whioh intermeshes with 
the first apiir wheel and is driven by the sec- 
ond friction pulley, and a spur gear, speed 
changing device intftrposed between the first 
sDur gear mentioned and thepartto be driven, 
substantially as described^. 



4.' The oombiuatio.n, with a prime mover 
and a part to be driven, of driving connec- 
tions between the same, embracing a driving 
pulley, two friction pulleys adapted for con- 
tact with the same, an oscillating arm caTry- 
inj, said friction pulleys, a gear wheel be- 
tween one of the friction pnlleys and the part 
to be driven by which the latter is turned in 
opposite directions by the two friction pul- 
ley?, and means connected with said oscillat- 
ing arm for shifting the friolion pulleys to- 
ward or from the driving pulk'y,sobstrtntially 
as described. 

5. The combination, with a prime mover 
and a part to be driven, of driving connec- 
tions between the same, comprising a driving 
pulley, two friction pulleys adapted for con- 
tact with the driving pulley, two shafts for 
said friction pulleys which are journaled in 
bearingspermittiug a slight oscillatory move- 
ment in the shafts, an o.sciUatory arm in which 
said shafts are supported at one end, gearing 
connecting said shafts with the part to be 
driven, embracing a spur gear which is actu- 
ated by one of the shafts, and a second spur 
gear intermesbing with the first spur gear, 
and driven by the other shaft, and means for 
giving oscillatory movement to said arm, sub- 
stantially as described. 

G. The combination, with a driving pulley, 
two friction pulleys arranged adjacent to the 
driving pulley, driving shaftssupporting said 
friction pulley8,a pivoted arm supporting the 
ends of said shafts adjacent to the pulleys, 
bearings for the shafts In said oscillatory arm 
comprising anti-friction- rollers mounted in 
the oscillatory arm and bearing on the shafts 
at the sides thereof opposite the driving pul- 
ley, and caps attached to thearmand confin- 
ing the shafts in contact with said anti-fric- 
tion rollers, substantially as described. 

7. A traction engine, comprising a prime 
mover, driving wheels, and driving connec- 
tions between said prime mover and the driv- 
ingwheelSjComprisingadriving pulley which 
is actuated by the prime mover, two bodily 
movable friction pulleys arranged in proxim- 
ity to the driving pulley, means for shifting 
or moving said pulleys to bring either of the 
same into contact with the driving pulley, 
gearing connecting both friction pulleys with 
the driving wheels, the gearing which con- 
nects one friction pulley with the driving 
wheels embracing a spur wheel in excess of 
those embraced in thegearing which connects 
the other friction pulley with the driving 
wheels, whereby said driving wheels will be 
turned backwardly by one pulley and for- 
wardly by theotherpulley,an(la8peed chang- 
ing device interposed between the said fric- 
tion pulleys and the driving wheels, substan- 
tially as described. 

8. A traction engine, compri:sing a prime 
mover, driving wheels, md driving connec- 
tions between said prime mover and the driv- 
ing wheels, embracing a friction reversing 

-gear having a driving pulley driven by the 
prime mover, two friction pulIey3,'gearingcon- 
necting sai:l friction pull«ys with the driving 
wheels, embracing a reversing gear wheel be- 
tween one of the pulleys and the driving 
wheels, and a spur gear, speed changing de- 
vice interposed between the gears which are 
immediately driven by the friction pulleys 
and the driving wheels, substantially as de- 
scribed. 

9. A traction engine comprising a frame pro- 
vided with driving and supporting wheels, a 
motor mounted on said frame and having a 
ariving pulley, friction pulleys adapted for 
contact with the driving pnlley, shafts carry- 
ing said friction pulleys journaled at one end 
on the vehicle frame in bearings permitting 
a .slight oscillatory motion of said shafts, a 
pivoted arm in which the opposite ends of said 
shafts are mounted, intermediate gearing be- 
tween said shafts and the driving wheols,and 
means for oscillating the said arm to throw 
either friction pulley into engagement with 
the motor pulley, substantially as described. 

10. The combination, with a prime mover, 
of driving connections between said prime 
mover and a part to be driven, comprising a 
driving pulley actuated by the prime mover, 
two friction pulleys either of which may be 
brought into contact with the driving pulley, 
a gear wheel intermesbing with a pinion on 
the shaft of one of the friction pulleys, a -sec- 
ond gear wheel interraeshing with said gear 
wheel first mentioned and also with a pinion 
c j.the shaft of the second friction pulley, and 
a speed changing mechanism comprising a 
shaft which is driven by the gear wheel nr.st 
mentioned, large and small pinions rigidly 
attached tosaldshaft,asecond shaft provided 
with small and largegear wheels and having 
drivingconnection with the part to be driven, 
said large and'small gears on one of the shafts 
being adapted for endwise movement there- 
on, substantially as de.scribed. 

11. A traction engine, comprising a frame 



provided with driving wheels, a motor 
mounted on said frame, and gearing between 
said motor and driving wheels comprising a 
driving pulley actuated by the motor, two fric- 
tion pulleys which are movable toward aud 
from the driving pulley, a gear wheel which 
intermeshes with a pinion on the shaft of one 
of the friction pulleys, a second gear wheel 
which intermeshes with the first mentioned 
gear wheel and with a pinion on the shaft of 
the other driving pulley, a shaft having op- 
erative connection with the first named gear 
wheel, a second shaft parallel to the same and 
having driving connection with the driving 
wheels of the vehicle, and a change speed 
gearing comprising large and small pinions on 
both of said shafts, those on one of the shafts 
beingmovable endwise therfion, substantially 
A3 described. 

13. The combination with aprims mover.of 
a driving pulley actuated by the prime mover, 
a frame supporting the prime mover and the 
driving pulley, friction pulleys arranged with 
their periohertes in proximity to the driving 
pnlley, and gearing connecting both of said 
pulleys with the part to be driven, the said 
frame which carries the prime mover and the 
driving pulley being adjustably supported on 
its base whereby the driving pulley may bo 
'moved toward and from the friction pulleys, 
substantially as described, 

13. The combination with a main frame car- 
rying a revolving part to be driven, of a motor 
mounted on said frame comprising a power 
cylinder or other prime mover and a driving 
pulley which is actuated by the same, friction 
pulleys which are mounted on the main frame 
and which are movable toward and from the 
drivingpulley, and gearing on the main frame 
connecting both of said pulleys with the part 
to be driven, the said motor frame having 
sliding connection with the main frame where- 
by the driving pnlley thereon may be adj usted 
relatively to the said friction pulleys, sub- 
stantially as described. 

14. In a traction engine, the combination 
with a main frame provided with driving 
wheels, of a motor mounted on said frame 
provided with a driving pulley, friction pul- 
leys adapted for contact with the driving pnl- 
ley, an oscillatory arm mounted on the main 
frame and supporting said friction pulleys, 
gearing connecting said friction pnlleys with 
the driving wheels, means for oscillating said 
arm to throw either friction pnlley into en- 
gagement with the motor pulley, and means 
for adjusting the motor pulley with telation 
to the friction pulley comprising adjnsting 
screws acting on the base of the motor frame 
to shift the same on the main frame, substan- 
tially as described. 

647,205. PETER H. FLANSBURG, 

Ivos Banos. Cal. Traction-Engine. Filed 

Nov. 22, 1894. Patented Oct. 1, 1895. 

Serial No. 529.62,^ (No model.) 

This invention relates to road or traction eu- 
gines, and has for one of its objects to const ruct 
a traction-engine with four independently-op- 
erating driving-wheels so arranged that ei ther 
pair of driving-wheels may be actuated inde- 
pendent of the other pair of wheels. 

A further object of the invention is tahave 
two separate engines, the one being placed 
over the front pair of wheels and the other 
over the roar wheels, so thatjeither one of the 
engines may be used or both unitedly, as an 
increase or decrease of power may be desired 
to operate the driving-wheels through the me 
dium of coanectiog gears or chains. 

A further object of the invention is to pro 
vide a couplingextending from the front shafi 
to the rear wheels or shafts, which is of swiv- 
jled form to adapt the front wheels t-o be 
turned to the right or left, so that the rock of 
the wheels may not be blocked on uneven sur- 
faces or roads. 

A farther object of the invention is to pro- 
vide a suitable gearing mechanism in connec- 
tion with the device, and also to have the 
wheels run loose on the shafts in traveling 
over roads and held in place when employeil 
for work by ^ clutch or snap-knuckle. 

1. Inadevicc of the character set forth, the 
combination of a pair of independently oper- 
ated engines supported upon suitable beds, 
Independent axles and drive wheels for each 
of said engines, a swivel coupling between 
said axles, independent drive shafts for sard 
engines, sprorkot wheels upon said shafts and 
upon said axles, and sprocket chains connect- 
ing said drive shafts aud said axles, substan- 
tially as and for the purpose described. 

2. In a device of the character set forth, the 
combination of a pair of Independently oper- 
ated engine supported upon suitable beds, 
independent axles and drive whiM'ls for each 
of said engines, a swivel coupling between 
said axles, independent drive 6h:ifts for .iaid 
.engines sprocket wheels upou said shafts and 



654 



TRACTION ENGINES. 



"upon 6aid axles, sprocket chains 'connecting: 
said drive shafts and said axles, an upright 
shaft rising from the bod of the rear engine 
having a sprocket wheel at its lower end and 
a hand wheel ab its upper end, and a sprocket 
chain meshing with said wheel connected at 
its forward end to the outer ends of the axle 
of the front engine, substantially as and for 
the purpose described. 

648,470. EDWIN J. SHRADER, Salt 
Lake City, Utah, assignor of one-half to 
Charles F. Karns, same place. Traction- 
Engine. Filed Aug. 7. IS^5. Patented 
Oct. 22, 1895. Serial No. 258,548. (No 
model.) 

This invention relates to improvements in 
traction-engines; and it consists in placing a 
shaft driven by steam-engines or otherwise a 
suitable distance above the ground and trans- 
mitting the power therefrom to the driving- 
wheels by means of coupling-rods connected 
from the disks or cranks at each end of the 
shaft to suitable pins on the driving-wheels, 
the said .driving-wheels resting in direct con- 
tact with the inner faces of th? rims of aux- 
iliary drive-wheels or revolving tracks, as 
will be hereinafter more fully described. 

The object of the invention is to first apply 
the power from the cylinders to a disk upon 
the engine-shaft and thence transmit the 
power to the driving-wheels by means of a 
connecting-rod between the said disk and the 
driving-wheels, instead of having the disk 
serve as a driving-wheel, and as such in di- 
rect contact with the rim of the auxiliary 
driver or endless track and out of direct line 
of the cylinders. 

disks of said engine shaft, driving wheel?, 
the rods connecting said disks and driving 
wheels, and- the revolving tracks or auxiliary 
driving wheels in direct contact with and 
driven by the driving wheels substantially as 
shown and described. 

2. In a traction engine, the boiler, a sup- 
porting frame connected thereto, the driviufj; 
cylinder mounted on the frame, the engine 
shaft in line with the cylinders, the disk 
thereon, the connecting rods TJ and driving 
wheels V operated by the rods, combined 
with the anxiliary driving wheels or revolv- 
ing tracks having their inner surfaces in di- 
rect contact with the outer surface of the driv- 
in? wheel, snbstantially as described. 

M9,795. EDWARD INGLETON, Potts- 
town, Pa. Traction-Engine. Filed Mar. 
13, 1895. Patented Nov. 12, 1895. Serial 
No. 541,588. f No model. 1 
My inventiijBi relates to an improvement in 
traction-engines; and it has for its object to 
provide an endless tread for the traction- 
wheels, whereby the tread of a wheel ^vill be 
much enlarged over its circumference, and 
also to provide a means whereby the endless 
tread may be raised in such manner that the 
traction-wheel will turn practically on its own 
center when the engine is being steered. 

Another object of this invention is to pro- 
vide a means whereby the elevation and de- 
pression of the endless tread may be aceom-; 
plished autoiiaatically with the operation of 
the steering apparatus. 

1. In a traction engine, an endless tread for 
the traction wheels, and means, substantially, 
as described, for raising and lowering a sec- 
tion of the tread from the steering gear of the; 
engine,, as and for the purpose specified. 
. 2. The combination, with the traction wheel 
of an engine, of an endless tread carried by 
the traction wheel, and a tension wheel like- 
wise engaging with the tread and adapted to 
bo raised and lowered to entirely clear the 
Election of tread between the tension wheel 
;ind traction wheel from the gi-ound while 
turning the engine, for the purpose specified. 

3. In a traction enirine or like machine, a 
tension wheel capable of- being raised and 
lowered to entirely clear from the ground a 
section of the tread and also controlling the 
length of the tread , substantially as described . 

4. ITie corabi^alif/n,^vith the traction wheel 
of an engine, of an endless tread carried by 
the traction wheel and (consisting of chains 
and overlapping plates, pivoted arms extend- 
ing beyond the said wheel, carrying at their 
ends a pulley likewise engaging with the end- 
less trea4, and means, substantially as de- 
scribed, for raising tlie said arms, \\hereby 
the tread may be elevated, causing the tread 
toconformtothelowerpoiiion of thetrar-tion 
wheel, as and for the purpo.se spetnfied. 

5. In a traction engine, the combination, 
with the traction wheel, upwavdly swinging 
arms fulcruraed upon tii^ ,ixie of the wheel 
and extendingbeyondsaiii wKeel, and guards 
extending downward fwjm Ihe said arms, of 
an endless tread partially eiieircUng the trac- 
tion wheel and siiUfetanihillv engaging with 
the lower portion of lUe»rtidtiuards. a tension 



wheel .lournalfd in ihe said arms and engag- 
ing with the endless tread, and means for rais 
ingthe arms, as and for the ]mrpose specified 
G. In a traction engine, the combination 
with the steering gear, tlie traction wheel, 
anns pivoted upon The axle and extending 
rearwardly from the wheel, carrying at their 
rear ends a tension jmlley, and a lifting con- 
nection between the said arms and the steer- 
ing gear, of an endless tread carried by the 
traction wheel and the said tension wheel, a- 
and for the purpose set foi-th. 

7. An endless tread for traction engines, 
the same consisting of endless chains and 
plates connecting the chains, said plates be- 
ing arranged to overlap, substantially as set 
forth. 

8. In a traction engine, the combination 
with a traction wheel, the endless tread, and 
the winding shaft of a steering gear, of the 
tension wheel and a lifting mechanism com- 
prising a longitudinally yielding connection 
between the tension wheel and winding shaft, 
substantially as set forth. 

561,493. FRANK F. LANDIS, Waynes- 
borough, Pa. Steering-Gear for Trac- 
tion-Engines. Filed July 31, 1895. Pat- 
ented Dec. 17. 1895. Serial No. 557,767. 
(No model.') 

1. In a traction engine steering gear, the. 
combination, with a boiler, and a longitudinal 
frame provided with pivots- at each end and 
carrying the front axle; of a bracket carrying 
the rear pivot, a bearing for the front pivot, 
and diverging rods pivoted to the said bear- 
ing and connected to the front part of the 
boiler, substantially as set forth. 

2. In a traction engine steering gear, the 
combination, with aboiler, and a longitudinal 
frame provided with pivots at each end and 
carrying the front axle ; of ahracket carrying 
the rear pivot, a bearing for the front pivot, 
lugs secured to the sides of the boiler, rods 
pivoted to the said bearing, and springs in- 
terposed between the said rods and the said 
lugs, substantially as set forth. 

3. In a traction engine steering gear, the 
combination, with a boiler, and a longitudinal 
frame provided with pivots at each end ; of a 
bearing for the front pivot connected with 
the boiler, a bracket carrying the rear pivot, 
and springs arranged on each side of the said 
bracket between it and the frame, for receiv- 
ing the end thrasts, substantially as set forth. 

4. In a traction engine steering gear, the 
combination, with a boUer, of a longitudinal 
frame for carrying the front axle and its steer- 
ing appliances, and springs interposed be- 
tween the said frame and the boiler and per- 
mitting the frame to have limited longitudi- , 
nal and vertical movements with respect toi 
the boiler, substantially as set forth, 

562,524. JAMES M. FULLER, Sioux 
Falls, S. D., assignor to Erastus H. Greg- 
ory and Joseph O- Humparey, same place. 
Steering Connection for Vehicles. 

Filed Mar. 26, 1895. Patented Jan. 7. 

1896. Serial No. 543.195. (No model.) 

My invention has for its object to provide 
improved steering and coupling connections 
for trains of two or more vehicles, such as 
traction-engines and tenders couiiled to move 
together, with a view of greater facility of 
manipxilation and an economv in labor, 

1. I'he combination with the portable en- 
gine, having a swiveled steering truck, of the 
tender having also a swiveled truck, the pair 
of crossed steering connections connecting 
the opposite sides of said trucks, and a coup- . 
ling uniting said tender and said engine 
frame, holding the same rigid against side- 
wise strain, but permitting vertical pivotal 
movement of said parts, substantially as and' 
fpr the purposes set forth. 

'2. The combination with a traction engine, 
having a swiveled steering truck a^, of the 
engine steering devices a^ a* a^ a** «", the ten- 
der having a swiveled truck b^, the couplings 
c' c'^ c', connecting the engine and tender 
frames, the tender steering chains/crossing 
each other and extending from the ends of 
the engine steering chains a' to the opposite 
ends of the tender truck, the cross bar /^con- 
necting the reach -bars c- and the guide- 
sheaves/', for the chains/, all arranged and 
operating substantially as described. 

554,421. CHARLES O. HEGGEM, 

Massillon, Ohio, assignor to the Russell & 
Co., same place. Steam Street-Roller. 
Filed Nov. 5. I8^>4. Patented Feb. 11, 
1896. Serial No. 528.003. (No model ^ 

My invention relates to improvements in 
steam street or road rollers; and it consists 
uf certain features of construction and com- 
bination of par*s, which will be hereinafter 
described and clairatd. 



i. j.ne combination in a steam street-roller 
of the guide-rollei-s, and means formanually 
operating said rollers to guide the machine, 
of an interchangeable power mechanism^ 
comprising bevel-w^-eel IF, engaging similar 
wheels J' and K', having flanges t^, that form 
concaved sockets, a sleeve L', supported in 
the cylinder portion of the support M, and 
engaged with shaft p, by a spline as i', hav- 
ing at its front end a double coned or trun- 
cated head X, adapted to engage the con- 
caved sockets in the wheels J' and K', and at 
its front end an annular groove c', block e' in 
said groove, roller d' and pin /', helix oV 
<'urvedsIot&', sleeve^', havmgaslot as/, and 
the hand-wheel h', groove I', and bolt 2^\ bv 
which said wheel is held against longitudinal 
movement on the shaft p, but may be rotated 
with the sleeve g', to mo\-e the roller d\ in 
the helix, to carry the sleeve forward or back 
to engage the cone X, with the wheels J' and 
K', and a gear connecting the wheel H' with 
the engine-shaft,, substantially as described 
and for the purpose set forth. 

L'. The combination in a guide-wheel steer- 
ing appax'atus, of the shaft ju, worm and worm- 
wheel and chain, adapted for engagement 
with the shaft j3, to rotate the shaft and worm, 
to operate the guide-wheel, and apower steer- 
ing mechanism, coraprlsinga friction-surface, 
having a geared connection with the engine, 
by which they are continuously rotated in op- 
posite directions, friction-surfaces adapted to 
be moved into engagement with the contin- 
,u on sly- rotating clutch-surfaces, and rotated 
the^-eby, to turn the shaft p, in desired direc- 
tion, the support M, cylindrical projection a', 
spiral groove h', sleeve L', groove c', block e', 
roller d', and pin/'y sleeve g', having a hori- 
,zontal slot f, therein , roller d', pin /', and the 
hand-wheel h', substantially as described and 
for the purpose set forth. 

I 3. The:com"bination in a combined hand 
and power steering mechanism, of the slid- 
able sleeve L', having an annular groove as 
c', therein, a rearwardly-projectedcylrl^drical 
support a', having therein a helix or spirally- 
inclined groove or slot 6', the pin /" in said 
slot, and secured to block e' in groove c', 
sleeve g'j having a longitudinal slot/, to em- 
brace the pin/', and a hand-wheel to^ rotate 
the sleeve g\ to move the pin/' in the slot," 
to slide the sleeve L', on shaft h'y to engage 
and disengage the friction-surfaces connect- 
ing the sleeve L' and shaft h\ with the en- 
gine, substantially as described 

666,346. STEPHEN B. GRAY, Jack- 
sonville, 111. Traction-Engine. Filed 
Jan. 21, 1895. Patented Mar. 17, 1896. 
vSerial No. 535.693. CNo model.) 
Myipresent invention has for its object, 
first, to provide improved mechanism where- 
by the driving and steering of the machine 
can be effected; secondly, to provide im- 
proved-means for connecting the driving 
mechanism -and- one pair of wheels with a 
boiler; thirdly, to provide improved connec- 
tions between the driving mechanism whereby 
the front and rear wheels are propelled; 
fourthly, to provide improved means for sus- 
taining the steering-wheels in order that theii 
unison movement may be better effected, and. 
finally, to provide various subordinatemeang , 
all of'which will be hereinafter described 
illustrated in the accompanyingdrawings,an<i 
particularly pointed out In the claims at the 
end of this specification. 

1 . In a traction-engine provided with a pair 
of main driving-wheels and with a pair of, 
steering-wheels one located on each side of the 
engine and connected in manner permitting 
their plane of rotation to be shifted with re- 
spect to the engine in order to change its di- 
rection of travel, the combination of a com- 
mon source of power for driving both' of said 
wheels, and differentially-operative driving 
mechanism connecting said common source 
of power with said steering-wheels, said dif- 
ferentially-operative driving mechanism com- 
prising variable gearing intermediate said 
uoramon source of power and said steering- 
wheels whereby said steering-wheels can he 
caused to rotate at different relative rates Oiv 
speed in order to change the direction of travel; 
of the engine, substantially as described. . ' 

2. In a traction-engine, the combination 
with a pair of steering-wheels, one located on 
each side of the engine and connected in man- 
ner permitting their plane of rotation to be 
shifted with respect to the engine, of variable- 
individual gear mechanism for said wheels 
and whereby said wheels may be caused, to 
rotate at different relative speeds and shift- 
ing mechanism for simultaneously varying 
said individual gear mechanisms in order to 
impart different rates of speed to the wheels, 
substantially as described. ' 

3. In a traction-engine, the combination 
with a pair of steering-wheels, one located on 



TRACTION ENGINES 



G55 



each side of the engine and oonnectea in man- 
ner permitting their plane of rotation to be 
shifted with respect to the engine, of differ- 
entially-operative individual gear mechan- 
ism for said wheels and whereby said wheels 
may be caused to rotate at different relative 
speeds and shifting mechan ism connecting the 
individual gear mechanism of said wheels 
wherebj' a simultaneous shift of said gear 
iriechanisra may be effected to impart different 
rates of speed to the wheels, substantially as 
described. 

4. In. a traction-engine, the combination 
with a pair of wheels, one located on each side 
of the engine and connected in manner per- 
mitting their plane of rotation to be shifted 
with respect to the engine, of mechanism for 
driving said wheels comprising individual 
drums suitably connected to said wheels, 
gear-wheels engagingsaid drums and shifting 
mechanism connecting the gear-wheels of the 
individual drums, whereby a simultaneous 
shift of said gear-wheels may be effected to 
impart different relative speeds to said drums 
in order to chan ge the d irection of travel of the 
engine, substantially as described. 

.'^. In a traction- en cine, the combination 
'with a pair of wheels, one located on each side 
of the engine, of mechanism for driving said 
wheels comprising two drums, one of . said 
drums being connected to the adjacent trac- 
tion-wheel, a drive-shaft and gear-wheels for 
transmitting movement from said drive-shaft 
to said drums, said gear-wheels being radially 
adjustable with respect to said drums in or- 
der to vary the speed at which said drums are 
driven, substantially as described. 

6. In a traction-engine, the combination 
With a pair of wheels, one located on each side 
of the engine, of mechanism for driving said 
wheels comprising individual friction-drums, 
one located at each side of the engine and 
connected with its adjacent traction- wheel, a 
.-^haft for sustaining said friction-drums and 
friction gear-wheels engaging said individual 
friction-drums, a drive-shaft connecting and 
simultaneously dnving the gear-wheels en- 
gaging both of said drums and suitable mech- 
anism whereby, said gear-wheels may be 
shifted radially of said drums, to vary the 
speed at which said drums ar-e driven, sub- 
stantially as described. 

7:, In a traction-engine the combination 
with a pair of traetion-wheels, of gear mech- 
anism for driving said wheels at relatively 
different rates of speed, said driving mech- 
anism comprising a pair of drums, each one 
of said drums being suitably connected with 
the adjacent traction-wheel, and gear-wheels 
engaging said drums and movable radially 
thereof and shifting mechanism whereby the 
movement of said gear-wheels radially with 
respect to said drums can be effected. 

8. In a traction - engine the combination 
with a pair of traction-wheels, of mechanism 
for driving said wheels at relatively different 
rates pf speed, said mechanism comprising a 

'pair of drums, a shaft whereon said drums 
are loosely mounted, said drums being each 
geared to its adjacent traction-wheel and suit- 
able gear-wheels connected together and with 
a drive-sha^ for imparting revolution to said 

.drums, said gear-wheels being adjustable 
with respect to said drums. 

9. Ill a traction-engine the combination 
i with a pair of traction-wheels, one located on 

each' side of the engine, of gear mechanism 
for driving said wheels at different rates of 
speed, said driving mechanism comprising a 
pair of drums, each of said drums being suit- 
ably connected with the adjacent traction- 
wheel, gear-wheels engaging said drupisand 
movable radially thereof, a shifting frame 
whereby said gear-wheels are carried and 
whereby they may be laterally shifted, a,nd 
a drive-sliaft for imparting revolution to said 
gear-wheels. 

10. In a traction-engine the combination 
with a pair of traction- wheels, one located on 
eagh side of the engine, of gear mechanism 
for driving said wheels at different rates of 
speed, sai^ driving mechanism comprising a 
pair of drums each one of said drums being 
.suitably connected with the adjacent traction- 
wheel, gear-wheels engaglrig said drums and 
movable radialli- thereof, a shifting frame 
whereby the lateral movement of said gear- 
wheels is allowed, a drive-shaft for impart- 
ing revolution to said gear-wheels and a suit- 
able shifter foi varying the position of said 
gear-wheels witli respect to the drums. 

ly In a traction-engine the combination 
■/.ith a pair of wheels, of gear mechanism for 
diffei-enlinlly rotating said wheels compris- 
ing veitically-arranged friction-drums, each 
QUO of said drums being in gear with the cor- 
vwij[M.uding Li-action- wheel, friction - wheels 
soparutoly engaging said friction-drums and 
Hhifting mechanism whereby said friction- 
whceU maybe simultaneously shifted to vary 
-their, ivlativo positions with respect to the 



disks. 

12. In a u-action- engine the combination 
with a pair of wheels, of gear mechanism 
whereby said wheels may bo driven at diffo- 
eut relative rates of speed, said gear mechan- 
ism comprising two friction-drums, each one 
of said drums being suitably geared with the 
adjacent traction-wheol and fiiction-wheels 
movable radially of said friction-drums and 
shifting mechanisDi whereby said wheels may 
be simultaneously shifted inreversedirection 
in order to vai-y the speed with which said fric- 
cion-drums are driven, 

13. In a traction-eng-ne the combination 
with a pair of wheels, of gear mechanism 
whereby said wheels may be driven at differ- 
ent rates of speed, said gear mechanism com- 
prising vertically-aiTanged friction - drums, 
each one of said drums being suitably geared 
to the adjacent traction-wheel and friction- 
wheels movable in fhe direction of the axesof 
drnn5s and movable in the direction of the 
radii of said drums, and shifting mechanism 
whereby said -friction- wheels may be shifted 
to vaiy their points of engagement with the 
drums. 

14. In a traction-engine the coml)ination 
with a pair of traction-wheels one located on 
each side of the engine, of gear mechanism 
for driving said wheels at different rates of 
speed, said driving mechanism comprising 
two friction-drums having inclined friction- 
faces and conical frietion-wheels for engage- 
ment ■with said drums, said conical friction- 
wheels being radially adjustable with respect 
to said drums and shifting mechanism foi 
eifeeting said radial movement of the conical 
wheels to vai-y theii? relative positions of en- 
gagement with said drums. 

15. In a traction-engine the combination 
with a pair of wheels, of gear mechanisHi for 
driving said ^ heels at differentiates of speed, 
said gear mechanism comprising vertically- 
arranged friction-drums, each one of said 
drums being in gear with the adjacent trac- 
tion-wheel, friction - wheels engaging aaid 
drums and movable radially with respect 
thereto, shifting mechanism whereby the ra- 
dial shift of said friction-wheels with respect 
to the friction-drums is effected and a later- 
ally-shifting frame whereby a simultaneous 
lateral shift is imparted to said friction- 
wheels. 

IG. In a traction-engine, tlie combination 
with the boiler and one pair of sustaining- 
wheels, of a suitable frame connecting said 
wheels with the boiler, said frame being pro- 
vided with a series of friction-rolls whereon 
said boiler is sustained. 

17. In a traction-engine, the combination 
with a boiler and one pair of sustaining- 
wheels, of a suitable frame connecting said 
wheels with the boiler, said frame being rev- 
olubly mounted with respect to said boiler, 
driving mechanism for imparting rotation to 
said wheels and a shaft for operating said 
di'lvlng mechanism supported by said frame 
and a universal joint connecting the sections 
of said drive-shaft. 

IS. In a traction-engine the combination 
with the boiler and one pair of traction-wheels, 
of a suitable frame connecting said wheels 
with the boiler, said frame being revolubly 
^uounted with respect to the boiler and gear | 
mechanism for Impartingrotatlon to said pair i 
of traction-wheels mounted in said sustain- * 
ing-frame. j 

19. In a traction-engine, the combination i 
with a pair of traction -wheels and means for 
imparting rotation to said wheels and a pair 
of stub-axles for sustaining said wheels, said 
stub-axles being pivoted and being connected 
together for unison movement about their 
pivot-points whereby the parallelism of the 
wheels is maintained, a drive-shaft and in- 
dividual variable-gear mechanism connecting 
said drive-shaft with the wheels whereby said- 
wheels may be driven at different speeds and 
in different positions, substantially as de- 
i scribed. 

557,329. HENRY C, HICKS, Chicago, 

111. Traction-Engine. Filed Aug. 17. 

1895. Patented Mar. 31, 1896. Serial 

No. 559,637. - (No model.) 

"1 ne object ot my invention is to construcE 
a simple, economical, and efficient traction- 
engine adapted for various uses and which 
is intended to be an improvement upon the 
traction-engines described and claimed by me 
in Letters Patent of the United States No. 
405,553, of June 18, 1889, and No. 493,267 of 
March 14, 1893. 

The Invention consists principallyin pro- 
viding a traction-engine with a pair of end- 
less driving sprocketr chains or link belts hav- 
ing a series of pusher-arms for transmitting 
the force of tho driving-chain t-o the ground 
and supporting gnide-le vers for automatically 
and alternately lowering and ralsiug tht 
pusher-arms into and awav from contact with 



the ground and simultaneously changing the 
angle of such pusher-arras. 

1. In a traction-engine, the combination of 
a pair of endless driving-chains, means for 
imparting motion and power thereto, a series 
of pusher-arms secured to such chains for 
transmitting the force therefrom to the 
ground and pushing the engine ahead, and 
guide-levers connected with the i)usher-arms 
for alternately lowering and raising the free 
ends of the pusher-arms into and away from 
contact with the ground and simultaneously 
changing the pusher-arms from a substan- 
tially horizontal plane to an angle with the 
ground and vice versa, substantially as de- 
scribed. 

2. In a traction-engine, the combination of 
a pair of endless driving-chains, means for 
imparting motion and power thereto, a series 

of cross - shafts connecting such driving- 
chains together and provided with a roll at 
each end thereof, a track or tracks on the 
body portion for supporting and guiding such 
rolls, a pusher-arm on each cross-shaft for 
transmitting the force of the driving-chains 
to the ground and thereby propoUlng the en- 
gine, and means for alternately lowering and 
raising the free ends of the pusher-arms into 
and away from contact with the ground and 
simultaneously changing the position of the 
pusher-arms from a substantially horizontal 
plane to an angle with the ground and vice 
versa, substantially as described. 

3. In a traction-engine, the combination of 
a pair of end;less driving-chainsj means for 
imparting motion and power thereto, a series 
of cross - shafts connecting such driving- 
chains together and provided vnth a roll at 
each end, a track or tracks on the body por- 
tion for supporting and guiding such rolls, a 
pusher -arm on each connecting - shaft for 
transmitting the force of the driving-chain to 
the ground and propelling the engine, a pair 
of guide-level's connected with each pusher- 
arm and provided with rolls at their free ends 
for alternately lovcering and raising the 
pusher-arms into and away from contact with 
the ground and simultaneously changing the 
position of the pusher-arms from a substan- 
tially horizontal plane to an angle with the 
ground and vice verea, and a second track or 
tracks on the body portion for supporting and 
guiding the rolls on the guide -levers and 
thereby changing the angle of such levers, 
substantially as described. 

4. In a traction-engine, the combination of 
a pair of endless driving-chains, means for 
imparting motion and power thereto, a series 
of cross - shafts connecting such driving- 
chains together and provided with a roll at 
each end, a pusher-arm on eacti connecting- 
shaft for transmitting the force or power of 
the driving-chain to the ground to propel the 
engine, a pair of guide-levers connected with 
each pusher-arm and provided with rolls at 
their outer free ends, and a body portion pro- 
vided with a primary and secondary track or 
tracks for guiding and supporting the chains 
arid guide-arms, respectively, and bringing 
the pusher-arms into and out of operative en- 
gagement with the gi'ound, substantially as 
described. 

5. In a traction-engine, the combination of 
a pair of endless driving-chains, means for 
imparting motion and power thereto, a series 
of cross - shafts connecting such driving- 
chains together and provided with a roll at 
each end, a pusher-arm on each connecting- 
shaft for tmnsmitting the force or power of 
the driving-chain to the ground to propel the 
engine, a pair of guide-levers pivoted on each 
cross-shaft and connected with each pusher- 
arm, each provided with a pair of rolls at their 
outer free ends, and a body portion provided 
with primary and secondary , tracks having 
their lower portions adjacent to each other 
and their upper portions comparatively far- 
ther removed from each otherforguidingand 
suppoi'olng the rolls on the cross-shaft and 
guide-levers, respectively, to lower and raise 
the free ends of the pusher-arms into and 
away from operative engagement with the 
ground and simultaneously change the posi- 
tion of the pusher-arms from a substantially 
horizontal plane to an angle with the ground 
and vice versa, substantiallv as.dfiaciSifid. 

569,643. NICK WEILER, Milwaukee. 
Wis. Steering - Gear for Traction- 
Engine^. Filed May 31, 1895. Renewed 
Mar. 19, 1896. Patented May 5. fSOo. 
Serial No. 583.984. fNo model.) 
My invention relates to new and useful im 
provements in the construction of steering 
devices for traction-engines, and the object 
of my invention is to provide a steering de- 
vice adapted to be nctuated by t he movement 
of the truck or carrying wheels, and the con- 
struction beingsucii that the operation of the 
steering meenaniSMtis, within certain limits, 
■automatic or self-roeulating. 



656 



TRACTION ENGINES. 



The various features of my improvement 
will be hereinafter described, and set for^hin 
the appended claims. 

1. A steering device for traction - engines 
comprising a winding-drum journaled upon 
the pivotal support of the front axle of the en- 
gine, ropes, chains, or cables operatively con- 
nected with said winding-drum, and extend- 
ing rearwardly o\cr idler-pulleys and con- 
nected with opposite ends of said front axle, 
gears seeure<! to the carrying or truck wheels, 
jiinions engaging i-cspcctively ^\'ith said gears 
and adapted for 0]>posite rotation thereby, 
and suitable means for operatively connect- 
ing either of said pinions with said winding- 
drum, substantially as described. 

^. A steering device for traction-engines, 
eoiuprisiiig the winding-drum upon the piv- 
otal support of the front axle of the engine, 
carrying pulleys or idlers supported beneath 
the boiler in rear of said drum, ropes passing 
over said drum and said idlers and connected 
with opposite ends of said front axle, a worm- 
wheel secured to said drum, an actuating- 
worra operatively engaged therewith, geai-s 
upon the front truck-wheels, pinions opera- 
tively engaged therewith, and oppositely ro- 
tated thereby, clutch mechanism upon the 
shafts of said pinions adapted for engagement 
with said actnating-worm , and suitable means 
for moving either clutch into or oat of engage- 
ment therewith, substantially as described. 

3. A steering device for traction-engines 
comprising a winding-drum journaled upon 
the pivotal support of the front axle of the en- 
gine, idler-pulleys located in rear thereof, 
ropes, chains or cables extending over said 
drum and said idler-pulleys, and connected 
with opposite ends of said front axle, inter- 
nal and external gears located respectively 
upon the opposite ones of the front truck- 
wheels, pinions meshing therewith, and pro- 
vided upon their shafts with movable clntcli 
members, a worm-wheel secured to the wind- 
ing-drnm, an actuating-worm sleeved upon 
the inner ends of the shafts of both pinions, 
and provided on its outer ends with clutcli 
members and suitable means for throwing 
either of said movable clntch members into 
or out of operative engagement with said actu- 
ating-worm, substantially as described. 

4. A steering device for traction-engines 
comprising a winding-drum journaled npon 
the pivotal suppoi-t of the front axle of the en- 
gine, ropes, chains, or cables operatively con- 
nected with said winding-drum, and extend- 
ing rearwardly over idler-pulleys and con- 
nected with opposite ends of said front axle, 
gears secured to the carrying or truck wheels, 
pinions engaging resijectively with said gears 
and adapted for opposite rotation thereby, 
suitable means for operatively connecting 
eitherof said pinions with said winding-drum, 
and suitable means for automatically throw- 
ing said gearing out of operative connection 
with said winding-drum, at or near the limits 
of adjustment of the parts, substantially as 
described. 

5. The combination with the front truck or 
carrying wheels of a winding-drum journaled 
upon the pivotal support for the axle of said 
front truck, ropes, chains, or cables engaged 
with said winding -drum, extending rear- 
wardly over id ler-pulleys, and connected \sith 
opposite ends of said axle, a womi-wheel se- 
cured thereto, an actuating-worm meshing 
with said wheel, and provided upon opposite 
ends with clutch members, gear-wheels se- 
cured to opposite wheels of the front truck, 
pinions engaging therewith, and oppositely 
rotated thereby, and having the inner ends oi 
their axles or shafts sleeved within said actu- 
ating-worm, clutch members splined or feath- 
ered upon said shafts, a longitudinally-mov- 
able yoke engaging with both of said clutch 
members, apd suitable means for adjusting 
said yoke so as to move either one of said 
clutch members into or out of operative en- 
gagement with the corresponding clutch mem- 
ber upon the actuating-worm, substantially 
as described. 

6. The combination with the front truck or 
carrying wheels of a winding-drum journaled 
upon the pivotal suppoi-t for the a.xle of said 
front truck, ropes, chains, or cables engaged 
with said winding- drum, extending rear- 
wardly overidler-puUeys, and connected with 
opposite ends of said axle, a worm-wheel se- 
cured tliereto, an aetuating-worm me-shing 
with said wheel, and provided upon opposite 
ends with clutch members, gear-wheels se- 
cured to opposite wheels of the front truck, 
pinions engaging therewith, and oppositely 
rotated thereby, and having the inner ends 
of their axles or shafts sleeved within said 
actuating-worm, clutth members splined or 
feathered upon said shafts, a longitudinally- 
movable yoke engaging with both of said 
clutch members, and projections upon said 
worm-wheel adapted for engagement with 
said yoke, and adapted to antomatically ad;_ 



just the same so as to disengage said clutch 
mechanism as the parts approach the limit of 
adjustment in either direction, substantially 
as described. 

7. The combination with the front truck of 
a traction-engine, the adjusting-ropes, and 
the described actuating-gearing therefor, of 
the pulleys journaled concentrically with re- 
spect to the pivotal support of the front avlo 
the ropes, or cables engaged therewith, and 
operatively connected witli the clutch-shift- 
ing device, and the operating-lever connected 
with said ropes or cables, substantially as de- 
scribed. 

8. The combination with the front truck of 
a traction-engine, of geai-s secured to the 
wheels of said truck, pinions meshing there- 
with and having opposite rotations, a wind- 
ing-drum, ropes, chains or cables connected 
with said winding-drum and with opposite 
fends of the axle of said front truck, and suit- 
able means for throwing either one of said 
pinions into or out of operative connection 
with said winding-drum, substantiallyasde- 
scribed. 

560,129. AMOS HARROLD and WIL- 
LIAM H. PFRIMMER, Columbiana, 
Ohio. Steann Steering-Gear. Filed 
Feb. 13, 1895. Patented May 12. 1896. 
Serial No. .W8.280. (No model.) 
Our invention relates to steam steering-geai" 
for traction-engines, road-rollers, agricultural 
implements, andlocomotives in general which 
depend upon positive movement of a steer- 
ing-wheel for change of direction. 

The object of the invention is the constmc- 
liou of mechanism designed, arranged, and 
adapted to control such changes of direction 
with the least possible expenditure of power 
and the greatest degree of accuracy and pre- 
cision. Heretofore, on traction-engines and 
road-rollers particularly, steering has been 
effected through the agency of a hand-wheel 
and mechanism interposed between it and 
the pilot or steering wheel, such means be- 
ing necessarily tedious, laborious, and un- 
satisfactory as compared with a system of 
steam-steering. 

1. A steenngapparatus comprising a power- 
shaft, a reciprocating friction-spool upon said 
shaft, a driving-wheel located between the 
flanges of the spool, and an eccentric for ele- 
vating or lowering the spool with relation to 
the driving-wheel, substantially as described. 

2. Asteeringapparatnscomprisingapower- 
shaft, a reciprocating friction-spool thereon, 
a driving-wheel located between the flanges 
of said spool, an eccentric crank-lever, and a 
swiveled connection between said eccentric- 
lever and friction-spoolr-whereby the latter* is 
raised or lowered, substantially as described. 

3. A steeringapparatuscomprisingapower- 
shaf t, a f rictional driving and reversing mech- 
anism secured thereto, a frictional driving- 
wheel for periodically coaeting with said 
mechanism, a lever for controlling said fric- 
tional mechanism, and a spring for normally 
retaining the frictional parts out of engage- 
ment, substantially as described. 

4. A steering appai'atus eomprisinga power- 
shaft, a frictional drivingand re versingmech- 
anism, a lever for throwing said mechanism 
into or out of engagement, and a spring lo- 
cated upon the lever for normally retaining 
the frictional parts out of engagement, sub- 
stantially as described. 

6. A steeringapparatus comprising a power- 
shaft, driving and driven friction-disks for 
imparting motion to said shaft in reverse di- 
rections, aeon troUingcrank-lever, and a yoke 
eccentrically journaled npon the lever having 
a swiveled connection with said driven disks, 
substantially as described. 

6. A steering apparatus eomprisinga power- 
shaft, driving and driven friction-disks for 
imparting motion to said shaft in reverse di- 
rections, a controlling crank-lever, a spring 
for normally retaining said disks out of en- 
gagement, and an interposed yoke eccentric- 
ally journaled upon the lever having a swiv- 
eled connection with said driven disks, sub- 
stantially as described. 

563,177. EDWARD HUBER, Marion, 
Ohio. Traction-Engine. Filed Apr. 11, 
1896. Patented June 30, 1896. Serial No. 
,S87.104. CNo model.) 
ine invention has reference to the steering- 
gear for traction-engines; and it consists, 
briefly, in combining with the steering appa- 
ratus, comprising the rods, chains, and usual 
gear-wheels, yielding devices adapted to alle- 
viate the strain on fl^e gear and steering- 
chains resulting from the jerking that the 
front axle receives in passing-over rough or 
uneven roads. 

1. In a traction-engine, the combination 
ivith the boiler provided with one or more 
or»okets or supports, of a steering-shaft .jour- 



naled in said brackets, asteering-rod slidingly 
secured upon one side of the boiler andadapt- 
ed to operate the shaft, and yielding means to 
receive the end thrusts of the rod, substan- 
tially as described. 

2. In a traction-engine, the combination 
with the .boiler provided with one or more 
brackets or supports, of a steering-shaft, and 
a gear-wheel arranged upon the same, a steer- 
ing-rod slidingly mounted in one of the 
brackets, A worm-geai; on the steering-rod 
adapted to mesh irilh the gear-whfeel, and 
yielding means for receiving the end thrusts 
of the rod, substantially as described. 

3. In a traction-engine, the combination 
with the boiler provided with one or more 
brackets orsupports, of a steering-shaft, and 
a gear-wheel arranged upon the same, an ap- . 
ertured lug or extension upon one of the 
brackets, a steering-rod slidingly mount«d in 
the lug, a worm-gear and a stop or stops on the 
rod, and one or more springs arranged on 
said rod between the lug and stop or stops, 
subs tantiallyas and for the purposedescribed. 

4. In a traction-engine, the combination 
with the steering-axle, of steering mechanism 
therefor, including a hand-shaft, said shaft 
beingslidinglymonntedand subjected to end 
thrusts by the vibrations of the steering-axle, 
and one or more springs combined with said 
hand-shaft and yieldingly resisting its end 
t'lmsts. 

5. In a traction-engine, the combination 
with the supporting-axle, of steering mechan- 
ism therefor comprising chains connected to 
said axle, a winding-shaft, a hand-shaft 
geared thereto, stops on the hand-shaft and. 
a fixed lug or part sustained by the engine 
strqcture, said hand-shaft being sljdingly 
mounted, and springs between said fixed part 
and the respective stops. 

565,900. EDWARD HUBER, Marion, 
Ohio. Traction-Engine. Filed Apr. 4, 
1896, Patented Aug. 18, 1896: Serial 
No. 586,201. (No model.) 
rhe object of my invention is to provide 
means for relieving sudden thrusts on the 
axle and steering-chains on a traction-engine 
when passing over rough roads or obstruc- 
tions in the road. 

1. In a traction-engine, the combination 
with the boiler, a single support thereon, a 
wheeled axle, connecting mechanism between 
the axle and forward portion of the boiler- 
support, a reach adapted to engage with tho 
connecting mechanism and the rear of the 
support, and yieldingmeansfor receiving the 
end thrusts of the reach, substantially as de- 
scribed. 

2. In » traction-engine, the combination 
with, the boiler, a single support thereon, a 
wheeled axle, conneetingmechanism between 
the axle and forward portion of the boiler- 
support, a reach pivoted beneath the con- 
necting mechanism, the terminals of which 
are connected to the free ends of the support, 
and yielding devices for receiving the end 
thrnsts Of the reach, substantially as de- 
scribed. 

3. In a traction-engine, the combination 
with the boiler, of- a support thereon, the 
wheeled axle, connecting mechanism between 
the axle and boiler-support, a reach pivotally 
secured to the connecting mechanism, the 
rear end of which is adapted to slidingly en- 
,gage with the rear of the support, a connect- 
ing-bar between the forward ends of the 
reach and support, the spring T', and yield- 
ing means for receiving the rear end thrusts 
of the reach, substantially as described. 

4. In a traction-engine, the combination 
with the boiler, a single support thereon, the 
wheeled axle, connecting mechanism between 
the axle and forward portion of the boiler- 
support, a reach pivotally secured to the con- 
necting mechanism beneath the axle, the rear 
of which is adapted to slidingly engage with 
the rear of the support, connections between 
the forward ends of the reach and aapport, a 
stop or stops on the reach, and one or more 
springs arranged on the reach between the 
stops and supports, substantially as and for 
the purpose described. 

5. In a traction-engine, the combination 
with the boiler and the front axle and a reach- 
bar extending from a point in front of said 
axle to the rear thereof, of three connections 
as follows, one over the axle and between it 
and the boiler structure, one between the 
boiler structure and the reach fonvard of the 
axle, and one between the boiler structure 
and the reach in the rear of the axle, and a 
spring or springs for each of said three con- 
nections, those of said two forward connec- 
tions acting vertically on the parts, One over 
and the other in front of the axle, and those of 
said rear connection acting in opposite direc- 
tions aiyi in line nith the end tkrusts of the 
reach, snbstantiallv as shown and«describcd. 



TRACTION ENGINFS 



657 



566,769. CARL KELLER, I,aggenbeck 
Germany. Traction-Engine. Filed Mar 

30, 1896. Patented vSept. 1, 1896. Serial 
No. 585,408. (No model.) Patented in 
Germany Oct. 10, 1894, No. 85,222, and 
.lUg. 8, 1895, No. 85,541 ; in France Aug. 
13, 1895, No. 249,589; in Austria Jan. 6, 
1896, No. 4,630; in Hungary Jan. U, 1896, 
No. 5,293; in England Jan. U, 1896, No. 
800. 

The, present invention relates to a rail-ring 
carriage with motor movement, which essen- 
tially is intended foruso in agriculture, where 
it can 1)0 used either to move heavy loads o* 
to drive agricultural machijaes. 

1. A rail-ring carriage having rail-rings 14 
which are moved from a motor 24 by means 
of friction -wheels 13 reposiug in the carriage- 
framework and which can be turned around 
a vertical axis for the purpose of steering the 
carriage. 

2. A rail-ri?ig carriage having ^ horizontal 
turning axle 3, igniting tlic front frameworli 
1 of the carriage with tlie back framework 2. 
and a carriage- body in two parts 7 and 8 
which are' united together by noses 9 sliding 
in guides )0 at their touching ends in order 
that tho^ front and the back- cairi age-bodies 
can tprn independently onb from the othei 
around their horizontal connecting-axle. . 

3. A rail- ring carriage having guiding- 
vollcrs 20 under the pressure of. springs 22 
and lying against the inner wall of the rail- 
rings 14 foj- the purpose of receiving t^he 
shoclcs upon the rail-rings. 

4. A rail-ring carriage having means for 
'Bteoring, consisting of a sliding 3ocket-35 
which is to be moved upon an axle 3 by means 
of a lever-haudle 34 and which is joined by 
two a-f^le-levera i3C, 37 lying diagonally oppo- 
site in the carriage-framework, with the con- 
necting-bars 42, 43^of the frames 16, in which 
the rail-rings 14 rnn for the purpose of turn- 
ing always in the same direction, the front 
and tlie back frames of the carriage by a 
mov(;niont of 'the slidinsr socket. 

667,696. GEORGE O. STEVENSON, 

Carlos City, Ind. Steering Device for 

Traction-Engines. Filed Aug. 29, 1895. 

Patented Sept. 15, 1896. Serial No. 

560.901. (No model.') 

Tiiis invention relates to steam-guides for 
traction-engines, and the object thereof is to 
provide an improved gear mechanism con- 
nected with the forward truck or axle of a 
traction-engine, by means of which the engine 
may be guided; and with tliis and other ob- 
jects in viewthe invention consists of the con- 
struction, combination, and aiTangement of 
parts hereinafter described and claimed- 

Tho convbihation witha traction-engine pro- 
vided witli a revoluble beveled gear-ring en- 
circling the boiler's front end, of a segmental 
beveled gear arranged to mesh with the said 
gearing below the boiler; a double segmen- 
tal gear arranged to mesh one' segment with 
the gearing above the boiler, and to mesh the 
other segment with a worm-gear tliat is fixed 
transversely, on- the boiler near the front 
thereof; a beveled gear-wheel fixed on the 
outer end of said worm-shaft and engaging 
with a corresponding gear mounted on a ver- 
tical shaft at the side of the boiler on whose 
loworend is still another gear-wheel engaging 
with a corresponding train-wheel mounted 
on a sliding sleeve provided with a collar hav- 
ing an annular groove, on a transverse shaft 
tp whose outer end is secured a'belt-puUey; 
a yoke engaglug in the groove of the said col- 
lar and having its arm pivotally connected 
with a lever by means of which the sleeve 
may be moved back and foi-tJi for directing 
through its connections, the course of the en- 
gine, all constructed and arranged substan- 
i,ially as lierein sliown and described 

570,601. ENOCH PROUTY, Chicago. 
III., assignor of one-half to Olive S. Prouty, 
same place. Power - Transmitter for 
Road - Wagon. Filed Apr, 27. 1896. 
Patented Nov. 3, 1896. Serial No. 
589.286. (No model.) 
The object of my invention is to provide a 
wer-transmitting device or mechanism of 
, imple, strong, durable, and efficient con- 
struction by means of which power may be 
transmitted from the driving-shaft of an en- 
gine or other source of power to the driven 
shaift of a road-wagon or other conveyance 
Or machine and the speed varied as required. 
A further object is to so combine such power- 
transmitting mechanism with the steering 
gea;r or mechanism of the wagon or vehicle 
that a less 'power or speed will be transmit- 
ted to the driving-wheel on the inner side 
than on the outer side of the vehicle when 
the Gteering-wheel is turned, so as. to relieve 
somewhat llie friction, loss of power, and 



straining of the vehicle when turning or pass- 
ing around curves. 

1. The combination with a driving-shaft 
and a driven shaft, of a loose pulley or gear 
on the driving-shaft connected to the driven 
shaft, two friction-disks, one on each aide of 
said gear or pulley, furnished with beveled 
outer faces, one of said disks being adapted 
to slide on said shaft, and a rotating spool oi 
flanged wheel, the flanges of said spool o) 
wheel being beveled or cone-faced, and a le- 
ver and connections for moving "said spool or 
flanged wheel into contact with said disks, 
substantially as specifier! 

2. The combination with a driving-shaft, 
of a gear or pulley loose on said shaft, two 
friction-disks keyed to the shaft, one adapted 
to slide thereon and both provided with bev- 
eled onter faces, a clutch-lover F:', hanger- 
bar F^jlinksF'IT^, oneconnectingsaidhanger- 
bar with the clutch-lever and one with the, 
f rame,and two spools or flanged rollers mount- 
ed on said hanger-bar and engaging said fric- 
tion-disks, snbstantially as specified. 

3. In a road-wagon ovothcr conveyance, the 
combination with a driving-shaft .and two 
driven shafts,' one, for a wheel on each side of 
the conveyance, two loose pulleys or gears on 
said driving-shaft, two pairs of friction-disks 
embracing said loose pulleys or gears on the 
driving-shaft, one of each pair of said fric- 
tion-disks being adapted to slide on said shaft, 
two rotatable spools or flanged wheels adapt- 
ed to embrace said pairs of friction-disks, an 
operating-lever and a rock- shaft having arras 
connected to. said spools or flanged wheels, a 
steering-wheel, movable bearings in which 
said rock-shaft is mounted, and mechanism 
connecting said movable bearings with the 
steering-wheel to enable the pressure and 
friction to be relieved between one pair of 
said friction-disks and one of said pulleys or 
gears when the conveyance is turned by the 
steering-wheel, Bubstantially as specified. 

4. In a conveyance, the combination of two 
driven shafts B B, with a driving-shaft D, 
having loose gears F F, and two pairs of fric- 
tion-disks F' F' having bevel-faces, two spools 
F? F^ having bevel-flanges, a lever-arm F* and 
rock-shaft/^, having arms /^/-connected by 
links to said spools, a steering-wheel H, hav- 
ing tracks 7t' ft', movable bearings f*f* for 
said rock-shaft /^,and levers /^/'^ having fric- 
tion-rollers f'^j' riding in said tracks h' li', 
substantially as specified. 

5. The combination with steering-wheel .11 
haying two cam-tracks h' h' of a rock-shaft /^ 
having movable journals /■*/*» levei-s pf^ op- 
erated by said cam-tracks h' h' and serving 
to hold said movable journals in position, and 
two friction-clutch, power -transmitting de- 
vices actuated by arms on said rock-shaft, sub- 
stantially as specified. 

6. A power-transmittirigdevice comprising 
in combination a shaft D, a wheel F loose on 
said shaft and two friction-disks F' F^ mount- 
ed on said shaft and adapted to turn there- 
with one of said. disks being also adapted to 
.slide on said shaft, and a rotatable flanged 
wheel or spool adapted to embrace said fric- 
tion-disks and force them, against said wheel 
F, substantially as specified. 

671,326. RANSOM S. ANGELL, Oake.s, 
N. D. Traction-Engine. Filed June 20, 
1896. Patented Nov. 17, 1896. Serial 
No. 596.281. fNo model.) 
"My invention relates to the class of traction- 
engines which are provided with front wheels 
capable of being tilted or inclined when en- 
countering obstructions and turned to right 
or left at will,and having adouble front crank- 
axle connected by chains with a steering post 
"r ^tem, whereby the course of the machino 
is changed, and further provided with balled 
chains, forming an endless track for the 
wheels on each side of the engine. 

The objects of my invention are to enable 
obstacles to be passed over and sharp turns 
to be made without endangering the engine 
or causing it to leave its tracks. 

1. In aXtactfon-engine the combination wltli 
the body or bed A, carrying a suitable motor, 
of the front axle consisting of a two-part crank 
B' ; the tubular frame C-, having a rearwardly- 
projecting aim D; a boxing secured to the 
under side of the bed, and receiving the arm 
D; the wheels C, mounted on the axle ends 
in b.iU-bearings; and provided with double- 
rimmed peripheries, all constructed arranged 
and -operating as hereinbefore described. 

2. Inatraction-engiuetheeorabinationwith 
the body or bed, of a front axle secured to the 
body as described, and consisting of a two- 
part crank B'; the frame C^, liaving the pro- 
jecting arm D; the boying E, provided with 
the socket to receive the arm I*; the wheels 
C, mounted i n ball-bearings, on the axle ends; 
their hubs havingthe three arms c; the cross- 
bar G, secured to the front horizontal arm c; 
Hud the retai'aing-forks II, all constructed, 



aiTanged and operating; suostantialiy as de- 
scribed. 

3. In a traction-engine the combination with 
the body, of the two-part cranked front axle, 
each half B', having a projecting arm; rods 
extending from said arms to the coiled springs 
F: the boxing receiving the arm extending 
roarwardly from frame C^; the front wheels 
mounted in ball-bearings, having hubs pro- 
vided with three projecting arms c; the cross 
bars G, and G'; the latter connected with the 
steering-chain I; the said chain; sheaves c', 
on the frame C^; other sheaves K', secured to 
the body of theengine; and the steering-post 
N, all constructed arranged and operating 
subslantially as described. 

4. In a traction-engine, the combination 
with the body or bed A, of the frame O, con- 
sisting of the cross-rods O', the cylinders O^ 
suitably attached to the bed — the lateral rods 
0\ bent to form axles for the tension-wheel 
frame; the said frame; the tension- wheels P; 
the balled chains R, forming, endless tracks; 
the wheels C, having- peripheral cups to re- 
ceive the endless tracks; .and tbe wheels C, 
having double rims to retain the track-chains 
I^, all constructed arranged and operating as 
hereinbefore described. 

5. In a traction-engine, ine combination 
with the body, of the double-cranked front 
axle B'; the .wheels C, having ball-bearings 
upon the ends of said axle, and double- 
rimmed peripheries; the rear axle B, having 
wheels revolving with it; the endless tracks 
consisting of the chains R, provided with the 
balls r arranged to fit with the front and rear 
wheels and the tension -wheels, the frame 0, 
for the tension-wheels; and the'said tension- 
wheels, all constructed arranged and oper- 
ating as hereinbefore described. 

6. In a traction-engine, the combination 
with the body or bed A, of the frame O, con- 
sisting of the cross-rods O', provided with the 
upright arms o' tlie lateral spiral springs S; 
Lhe containing-eylinders O^ suitably attached 
to the bed, the lateral rods O^ forming axles 
or supports for the tension-wheel frame; the 
said frame; thq tension-wheels P, provided 
with double rims and ribs for retaining the 
track-chains; and the said chains R, forming 
endless tracks, all constructed, arranged and 
operatins: as hereinbefore described, 

571,964. JAMES F. ADAMS, KiUingly. 
Conn., assignor to .C. D. & C. S. Chase, 
Dauielson, Conn. Steering Mechanism. 
Filed July 6, 1896. Patented Nov. 24, 
1896. Serial No. 598.133. (No model.) 
My invention relates to steering-gear lor 
vehicles, being particularly intended for use 
in connection with steam road-rollers. 

It is the main object of my invention to 
secure accuracy and certainty of operation 
with a minimum pf wear and strain on the 
various parts of the steering meclianistn. 

To this end my invention comprises a con- 
nection with a power shaft and gear of the 
steam-roller in which two oppositely-rotating 
gears are in continuous engagement with I lie 
power-gear and are provided with clutch 
ra.echanism for throwing the same into and 
:>ut of rotating engagement with the steering 
diaffc, as desired. 

1. In a steering mechanism, the combina- 
tion with a power-shaft and its geai-wheel, 
of a steering-shaft, provided at its upper end 
with a sleeve, two gear-wheels loosely mount- 
ed on said sleeve, in engagement with and* 
continuously driven in opposite directions by 
said power gear-wheel, a rod operating within 
said sleeve, clutch mechanism operated by 
said rod to engage either of said driven gears 
with'and to rotate the steering-shaft, and 
means to operate said rod, substantially as 
described. 

2. In a steering mechanism^ a power-shaft, 
and its gear-wheel, combined with a steering- 
shaft having a sleeve projecting therefrom, 
a slot in the sleeve, two gear-wheels, loosely 
mounted on the sleeve and in continuous en- 
gagement with said power-gear, a rod extend- 
ing within said sleeve, and means to operate 
the rod, said rod being provided with an ex- 
tension working through said slot ami adapt- 
ed to be thrown into and out of clutching en- 
gagement with said loose goar-whecls, snb- 
p-t^ntially as de.scribed. 

3. In a steering mechanism, a power-shaft, 
and its gear-wheel, combined with a steering- 
shaft having a sleeve projecting therefrom, 
two gear-wheels loosely mounted on said 
sleeve and in continuous engagement with 
said power-gear, said sleeve being slotted be- 
tween said two gears, and the latter being 
proi; ided with lugs adjacent the slotted por- 
tion of said sleeve, a rod extending within 
said sleeve, and clutch mechanism to engagie 
either of said two gears with said steering- 
shaft, said clutch mechanism being operated 
by said rod through said slotted sleeve, sub- 
stantially as described. 



658 



TRACTION ENGINES. 



i. In a Steering: Hiechnnism, a power-shaft, ' 
and its gear-^vlieel, combined with a steering- 
sliaft having a sleeve projecting therefrom, 
two gear-wlieels loosely mounted on said 
sleeve and in continuous engagement with 
said power-gear, said sleeve being slotted be- 
tween said two gears, and the latter teing 
provided with lugs adjacent the slotted por- 
tion of said sleeve, a rod extending wdthin 
said sleeve, pins fixed in said rod and extend- 
ing through said slotted sleeve, and adapted 
to engage said lugs, and means tooperate said 
rod. substantiallv as described. 

576,764. ABRAHAM E. PRICE, 

Waynesborough, Pa., assignor to the 

Geiser Manufacturing Company, same 

place. Traction-Engine. Filed July 8, 

1806. Patented Feb. «, 18<)7. Serial No. 

.598,369. (No model.) 

In using traction-eugines upon soft ground, 

as when nsed to draw along a gang-plow in 

plowing by steam, some dif&culty is,occasion- 

ally met with by reason of the road-wheels 

sinking more deepl}' into the ground than ia 

desirable. In ordertoovercomethisdifficulty 

aDd to obviate the. necessity of making the 

road-wheels of greater width than is desirable, 

an auxiliary support is provided between the 

iroad-wheels for taking a part of the weight 

without retarding the motion of tlie traction- 

lengine. 

i. in a traction-engine, the combination, 
with a straight axle, and traction road-wheels 
on the ends thereof; of a revoluble support 
arranged tinder the said axle and between 
me said road-wheels, and means for revolv- 
ing the said support from the said axle, sub- 
stantially as set forth. 

2. In a traction-engine, the combination, 
with the road -wheels, and their axle; of a 
revoluble auxiliary support bearing upon the 
ground between the road-wheels, and toothed 
driving devices positively connecting the said 
support with the said axle, substantially as 
set forth. 

3. In a traction-engine, the combination, 
with the road-wheels; of an auxiliary support 
comprising cross-shafts, chain-wheels carried 
by the said cross-shafts, endless flexible con- 
nections carried by the chain -wheels, and 
cross-bars carried by the said connections and 
eugaging with the gronnd ; and driving mech- 

. an ism operating to move the said cross-bars 
at substantially the same speed as the pe- 
ripheries of i,he road-wheels, substantially as 
set forth. 

4. In a traction-engine, the combination, 
with the road-wheels, of an auxiliary support 
for bearing continuously asainnt the ground, 
driving mechanism operating the said sup- 
port at substantially the same speed as the 
road-wheels, and means for disengaging the 
said support from operative connection with 
the road-wheels, substantially as set forth. 

5. In a traction-engine, the combination, 
with the road-wheels; of brackets provided 
with vertical slots, cross-shafts mounted in 
the said slots, chain-wheels carried by the 
said cross-shafts, endless flexible connections 
carried by the chain-wheel.s, and cross-bars 
carried by the said connections and engaging 
^pith the gronnd; driving mechanism operat- 
ing to move the said cross-bars at substan- 
tially the same speed as the peripheries of the 
road-wheels; and lever mechanism for rais- 
ing and lowering the said cross-shafts, sub- 
stantiallv as set forth. 

577,167. WILHELM MAYBACH, 
Cannstadt. Germany. Portable Hydro- 
carbon-Engine. Filed July 11, 1896. 
Patented Feb. 16, 1897. Serial No. 
.598,850. (No model.) 
The conditions which portable hydrocar- 
bon-engines should most answer it they shall 
be properly suitable for agricultural use are 
low weight and great mobility, so that said 
engines may be employed on any ground. 
Furthermore, to insure a convenient porta- 
bility and also a secure stabilty during work 
the load should be distributed in the most fa- 
vorablemannerattainable. Finally, thesns- 
pension of the motor should be effected so as 
to prevent the engine from being injured by 
the shocks of the carriage, and on the other 
hand the vibrations of the engine when at 
work should be hindered from acting too 
strong upon said carriage. 

1. In a portable hydrocarbon-engine, the 
combination with the inclinable carriage- 
frame, and the engine proper carried by said 
frame, of one wliecled axle supporting the lat- 
ter; said engine proper being arranged upon 
the carriage-frame in an inclined position, in 
such a manner, as to e.Ktend with its upper 
fDrtion beyond that plane of said axle which 
stands rectangularly to the plane of the said 
frame, for the purno-^e as described. 



2. In a portable hydrocarbon-engine, thf 
combination with the inclinable carriage 
frame, an auxiliary frjme arranged upon th 
latter, springs held by caid auxiliary framt 
otlier springs held bv said carriage-frame, 
and the engine proper held by said springs, 
of one wheeled a.xle supporting said carriage 
frame; said engine proper being held by the 
said springs in an inclined position, in such 
a manner, as to extend with its upper por- 
tion beyond that plane of said axle which 
stands rectangularly to the plane of the said 
carriage-frame, for the pnrpose as described. 

3. In a portable hydrocarbon-engine, the 
combination with the incliniible carriage- 
frame, and the engine proper carried by said 
frame, of one wheeled axle supporting the lat- 
ter; said engine proper being arranged upon 
the carriage-frame in an inclined position, in 
such a manner, as to extend with its upper 
portion beyond that plane of said axle which 
stands rectangularly to the plane of the said 
frame, and.means tor adjusting the degree of 
inclination of the latter, for the purpose as 
described. 

4. In a portable hydrocarbon-engine, the 
combination with the inclinable carriage- 
frame, and the engine proper carried by said 
frame, of one wheeled axle supporting the lat- 
ter; said engine proper being arranged upon 
the carriage-frame in an inclined position, in 
such a manner, as to extend with \ts upper 
portion beyond that plane of said axle which 
stands rectangularly to the plane of the salo 
frame; a nut hinged to the more loaded end 
of the latter; a threaded spindle held by said 
nut; a foot-plate attached to said spindle, and 
means for rotating the latter, for the purpose 
as described. 

578,888. ANDREW J. MARTIN, Buf 
falo, N. Y. Traction-Engine. Filed 
Mar. U, 1896. Patented Mar. 16, 1897 
Serial No. 582,75-2. (No model.) 
'Ibis invention has reference to traction-en- 
gines; and it consists of various improve- 
ments relating particularly to the mechanism 
for driving the traction-wheels, to mechanism 
for varying the speed of the advance of the 
engine, to mechanism for bringing the engine 
toa rest, to mechanism forreyersingits travel, 
to mechanism for controlling the direction of 
its movement, and to various other mechan- 
isms, which will be more fully described here- 
inafter. 

1. The combination with the wheel, of the 
clutch adapted to engage the same, a continu-! 
ously-oper.ating rocking lever, suitable con-! 
neetions between the clutch and the lever, a 
movable fulcrum on which the rocking lever 
rocks and means for moving and adjusting 
said fulcrum at will; whereby the stroke of 
the clutch maybe varied to change the speed 
of the wheel. 

2. The combination with the traction- 
wheel, of the driving-clutch adapted to en-, 
gage the same, the continuously-operating 

rocking lever, the toggle-lever having one 
link connected to the clutch and the other 
link connected to the rocking lever and the 
fulcrum for the rocking lever adjustable to 
and from the point of connection of the tog- 
gle-link with said lever. 

3. In a traction-engine the combination 
with the engine-shaft, of the rocking lever, 
the link connecting the same with the shaft, 
the traction-wheel, the clutch adapted to en- 
gage the same, the toggle-lever having one 
link connected to the clutch and the other 
link connected to the rocking lever and the 
movable fulcrum-block on which the rocking 
lever is mounted, said fulcrum-block being 
adjustable to and from the point of connec- 
tion of the toggle-link with the lever. 

4. The combination with the traction- 
wheel, of the two clnlches adapted to engage 
and drive the same, the continuously-operat- 
ing rocking lever, the two toggle-levers in the 
'orm of a quadrangle and each having one of 
its links connected to the clutches and its 
other links connected to the rocking lever, 
the movable fulcrum for the rocking lever, 
and means for adjusting said fulcrum to and 
from the point of connection of the links with 
the lever. 

5. The combination with the traction- 
wheel, of the clutch fordriving the same, the 
vibrating lever carrying the clutch, the con- 
tinuously-operating rocking lever, the link 
connecting the vibrating leverwith the rock- 
ing lever, the movable fulcrum for the rock- 
ing lever and means for adjusting the mov- 
able fulcrum in andoutof line with the point 
of connection of the link with the rocking 
lever. 

0. The combination with the rocking lever 
and driving-clutch operated thereby, of the 
movable fulcrum-block on which the lever Is 
mounted, the elbow-lever joined .it one end 
to said block, the nut pivoted to th© other 



end of the lever and therotaryshtttt mounted 
in bearings and screwed into said nut. 

7. The combination with the traetion-whcol 
provided with the lateral flange, of the clutch 
engagin,'; .said flange, the toggle-lever formed 
of two links pivoted together at their adja 
cent ends and one link pivoted at one end 
on the axis of the wheel and connected to the 
clutch and the other I'lik movable to and 
from the axis of the wheel and means for 
moving said link as described. 

8. The combination with the traction-wheel 
provided with the lateral flange, of the two 
toggle-levers mounted at one end on the axis 
of the wheel and having their opposite ends 
mounted on a common pivot, a reciprocating 
slide carrying said pivot, a fixed guldewayin 
which the slide reciprocates to and from^he 
axis of the wheel and clutches connected to 
said toggle-levers and engaging the flange on 
the wheel. 

9. The combination with the wheel pro- 
vided with the flange, of the arm or lever vi- 
bratinff ndiacent to the flange, the relatively 
movable clutch carried by said arm and 
formed with gripping-jaws between which the 
flange extends, a spring also carried by said 
vibratingarm orleverand acting on theeluteh 
and holding it yieldingly in operative posi- 
tion, and means for adjusting and holding th( 
clutch in different angular positions with re 
lation to the lever. 

10. The combination with the wheel pro 
vided with the flange, of the arm or lever vi 
brating adjacent to the flange, the clutch pro 
vided with gripping-jaws between which the 
flange extends, said clutch being pivoted to 
the lever, the spring also carried by said vi- 
brating arm or lever and acting on the clutch 
and serving to hold it yieldingly in an opera- 
tiveposition at an angle to the arm, and means 
for moving and holding said clutch at will, in 
line with or yieldingly at an angle to the arm. 

11. The combination with the wheel pro 
vided with the flange of the vibrating levei 
adjacent to the same, the clutch formed with 
gripping-jaws embracing the flange and piv- 
oted at one end to the lever, a pivoted spring- 
finger also carried by said vibrating lever and 
engaging the opposite end of the clntch and 
means for adjusting said finger to throw the 
clutch on its pivot to different positions with 
relation to the lever. 

12. The combination with the wheel pro- 
vided with the flange of the vibrating lever 
or arm ad jaeen t to the same, the clutch formed 
with gripping-jaws embracing the flange, and 
pivoted at one end to the lever, the elbow-le- 
ver also pivoted to the arm and provided with 
a spring-finger engaging the clutch, a pin on 
the elbow-lever, a movable cam -plate pro- 
vided with a slot to receive the pin, and means 
for moving said plate at will. 

13. The combination with the wheel pro- 
vided with the flange, of the two vibrating 
arms or levers adjacent thereto, the clutches 
pivoted at one end to said levers and provided 
with gripping- jaws embracing the flange, the 
elbow-levers pivoted to said arms, the springs) 
fixed to said levers and engaging the free ends 
pf the elntches, the pins on the elbow-levers, 
the cam-plate provided with the slots in wh'ich 
the pins engage and meansforadjustingsaid 
plate. 

14. The combination with the traction- 
wheel, of the toggle-levers pivoted on its axis, 
and mounted at their opposite ends to move 

to and from the axis of the wheel, the clutches 
pivoted at one end on one of the links of the 
levers and provided with gripping-jaws be- 
tween which the flanges extend, elbow-levers 
pivoted to the links, spring-fingers connected 
to the elbow-levers and engaging the clutches, 
the pins on said elbow-Ieveis, the cam-plate 
provided with slots in which the pins e.xtend, 
the sleeve encircling the axis of the wheel and 
connected to said cam-plate and the adjust- 
ing-lever connected to said sleeve. 

15. The combination with the traction- 
wheel provided with the flange, of the driving- 
clutch engaging the same, the movable brake- 
lever provided with gripping-jaws bet^veen 
which the flange extends and means for mov- 
ing said lever to cause the jaws to engage the ■ 
opposite sides of the flange. 

16. The- combination with the ti-action- 
wheel provided with the flange, of the driving- 
clutch engaging the same, the brake-lever piv- 
oted at one end and provided with gripping- 
jaws between which the flange extends, the 
nut pivoted to the opposite end of the levei 
aiid the rotary shaft mounted in fixed bear 
ings and screwed into said nut. 

17. The combination with the traction- 
wheel and tlie clutch for driving the same, of 
a T-shaped frame comprising a diagonally-ex- 
tending slotted base-piece, a slotted plate ex- 
tending at right angles from the middle of the 
slotted base, a rocking lever operated from 
the engine-shaft and extending between the 
slotted hn«n and plate, a reciprocating slide 



TRACTION ENGINES. 



659 



in thij base-slot, a pin connecting said lever 
and slide, links connecting the slide with the 
wheel-operating clutch; the said rocking le- 
ver having in ita opposite side a longitndinal 
dovetail groove, a f ulcrum-bloet moanted in 
the said lever-groove and turning loosely on 
a late rally-extend ing journal which forms the 
fulcmin of the rocking lever, and projects 
through the slotted frame-plate, an adjusting- 
arm connected to said journal or fulcrum to 
move said fulcrum-block up or down, substan- 
tially as set forth. 

581,951. WILLIAM O. WORTH, Ben- 
ton Harbor. Mich. Traction-Engine. 
Filed July 5. 1895. Patented May 4. 18^7 
Serial No. 554. 994. (No model.) 
This invention is an improved traction-en- 
gine especially designed for use in connection 
with plows, wagons, and portable machines — 
snch as threshei-s, clover-hullers, Ac— and 
adapted to form part of the junning-gear 
of such machine and the steering apparatus 
thereof. 

The objects of the invention are, fii-st, to 
make a two-wheel traction-engine wherein 
all the working parts and the entire weight 
thereof are supported on two main wheels; 
second, to use as the engiue proper a hydro- 
carbon-gas engine; third, to provide means 
whereby the engine can be made to move 
bodily forward or backward without stopping 
or reversing the movement of the main shaft 
of the engine; fourth, to provide novel re- 
^nction- gearing and clutch mechanisms 
whereby the speed of the main shaft is prop- 
erly reduced and the power thereof can be 
utilized either for propelling the engiue and 
connected machine forward or backward oi' 
whei^ at rest as the priuie mover for driving 
the mechanism of the connected machine. 

1. 'ine oomDination of the main euginc- 
sbaft, and tr^ction-whecls with the inner and 
outer auxiliary shafts t>arallel with the main 
shaft, gearing between said main shaft and 
loose geai-s on sjiid auxiliary shafts, and gear- 
ing between said auxiliary shofts and the main 
wheels, with clutch mechanism for lockiug 
either loose gear to the auxiliary shafts, foi 
the purpose and substantially as described. 
•2. Tu a traction-eugiue the combination of 
the main .shaft, the tracti<in-":heels, a pair of 
auxiliarv shafts one within the other, inde- 
pendent gearingbetween the main shaft and 
loose gears respectively mounted on the re- 
spective auxiliary shafts, for drivingsaid loose 
gears in opposite directions, and gearing be- 
tween the auxiliary shafts and tlio traction- 
wheels; with means for locking the shafts to 
each other and to either of the loose gears, 
whereby the engiue eau be moved forward or 
backward without reversing the main shaft, 
substantially as described. 

3. Atraction-enginehaviDga mam driving- 
shaft and traction carrying- wheels concentric 
to said shaft, in combination with a train of 
reduction-gears for transmitting motion from 
the main shaft to the traction -wheels so an 
to move the engine forward ;"an independent 
train of reduction -gears for transmitting 
motion from the main shaft to the traction- 
wheels, to move the engine backward, and 
clutch mechanisms whereby either, but not 
both, of the trains of gearing may be thrown 
into action, substantially as described. 

4. In a traction-engine the combination of 
the traction-wheels, with the main engine- 
shaft extending through hubs of said wheels, 
and independent trains of reduction-gears 
respectively adapted to drive the traction- 
wheels forward or backward from the main 
shaft;; and clutch mechanism for throwing 
cither train of gears into action, substantially 
a,.s described. 

5.. The combination of the main engine- 
shaft, the traction-wheels, a train of reduc- 
tion-gears for transmitting forward motion to 
the tract ion -wheels from tlic main shaft and 
a train of redr.cliou-gears for transmitting 
back-up motion from the main shaft to the 
traction-wheels, without any reversal of mo- 
tion of main shaft and clutches for throwing 
one set of gears into, and the other out of, 
action, for the purpose and substantially as 
described. 

G. The combination of the two-wheel trac- 
tion-engine, the fifth-wheel pivoted to the 
bottom thereof, the rigid beam attached to 
said fifth-wheel, and mechanism, substan- 
tially as described, whereby the engine is 
swiveled or turned on said fifth-wheel, for 
the purpose and substantially as described. 

7. The combination of the main engine- 
shaft,' a pair of "auxiliary shafts one within 
_the other and parallel with the main shaft; 
a loose gear on one end of tne inner shaft, 
and a loose gear on the opposite end of the 
outer shaft, trains of gearing for driving said 
loose gears from the main shaft; gearing be- 
twet-n the respective auxiliary shafts and the 
traction wheels; an equational-box connec- 



tion between the auxiliary shafts, and clutch 
mechanism whereby either loose gear may bo 
locked to the outer shaft, for the purpose and 
substantially as described. 

8. The combination of the inner and outer 
shafts, the fast or -loose bevel-gears on the 
inner shaft, the wheel rigidly attached to the 
outer shaft and lying between said bevel- 
gears, and the bevel-pinions mounted on 
shafts secured radially in said wheels, said 
pinions meshing with both s<iid gears, sub- 
stantially as described. 

9. In a traction-engine the combination of 
the main engine-shaft, the traction-wheels; 
a pair of auxiliary shafts one within the 
other parallel with the main shaft, loose 
gears on said auxiliary shaft meshing with 
trains of reducing -gears driven from the 
main shaft, gearing between said auxiliary 
shafts and the traction-wheels, and clutch 
mechanism for locking either loose gear to 
the auxiliary shafts; withafixed and a loose 
be^'el-gear on the inner auxiliarj' shaft, a 
wheel rigidly attached to the outer auxiliary 
shaft lying between said bevel-gears, and the 
bevel-pinions mounted on shafts secured ra- 
dially in said wheel, said pinions meshing 
with both said bevel-gears, for the purpose 
jipd substantially as described. 

582,317. GEORGE G. SGHROEDER, 

Washington, D. C. Traction-Engine. 

Filed Nov. !1, 1896. Patented May U. 

iy97. Seri;il No. 611.771. (No model.) 
My inveiition consists in certain new and 
useful improvements in traction-engines, and 
especially upon the de\iees described and 
claimed by me in Letters Patent of the United 
States No. 447,978, granted to me March 10, 
1801. 

The object of the invention described here- 
in IS to provide a means whereby the engine, 
described therein may be steered from either 
one of two points, as may be desired, and to 
provide \ ehicles adapted to bo drawn by snch 
an engiue; and for these purposes the inven- 
tion consists in the construction, arrange- 
ment, und combination of the several parts 
of which it is composed, as will be hereinaf- 
ter more fully described and claimed. 

1. In an engine, the combination with a 
steering-frame, having rearwardly and out-' 
wurdly projecting arms thereon, of guide- 
chains attached to tlie outer ends of the said 
arms and passing under the platform of the 
Sitid engine to the opposite sides thereof, two 
windlasses mounted atdiffercnt points on the 
said platforms, chains passing around the 
said windlasses and couplings adapted to con- 
nect the said guide-chains with either of the 
said last-named chains, as described. 

2. In an engine, the combination with a 
bed-plate, having an arc-shaped flange with a 
forwardly-projecting lip upon its" rear edge, 
of a steering-frame, having a vertical and a 
rearwardly-extending arm, the said vertical 
arm being pivotedjn the platform of the said 
engine, and the rear wardly-projee ting arm' 
having antifriction devices thereon bearing 
on the same flange and having a clip project^ 
ing above and over the said lip, as described. 

3. In an engine, the combination with the 
bed-plate, having a bearing projecting from 
the upper face of its forward end, and hav- 
ing on its lower face a flange and a table con- 
centric to the said bearing, the said flange hav- 
ing a lip projecting forwardly from its lower 
surface, of a steering -frame, consisting of 
two bifurcated arms, carrying therein a steer- 
ing-wheel, one of the said arms having a cy- 
lindrical upper portion contained within the 
same said bearing and a flange surrounding 
itbelowthe said cylindrical portion, provided 
with an annular trough on its upper face, the 
other arm having an enlargement on its rear 
end provided with a trough in its upper face, 
a clip secured to the said enlargement and 
projecting and carrying a roller above and 
over the said lip, and balls contained in the 
said troughs, as described. 

. 4. In combination with a traction-engine, 
having a draw-head on its rear end, of a ve- 
hicle having forward wheels of such a diam- 
eter as to pass under the said engine, a coop- 
ling-bar secured to the axle of the said vehi- 
cle and adapted to be inserted in the draw- 
head on the said engine, and a buffer on tlie 
forward end of the said vehicle, adapted in 
conjunction with the draw-head on the said 
engine to form a fulcrum for the said vehicle 
in turnins, as described. 
586,871. PHILIP SCHMITT, I'arker. 
S. D. Tender for Traction-Engines. 
Filed Oct. 5, 1896. Patented July 20, 
1897. Serial No. 607.908. CNo model.) 
My invention relates to tenders for traction- 
engines for carrying water, fuel, or other ma- 
terials; and its object is to provide an im- 
proved construction of the same which shall 
possess superior advantages with respect to 
efficiency in use. 



1. in a tenderfortraction-engines, the com- 
bination with the axle, the bofster, the hori- 
zont-al board, the platform and the coupling- 
bars, of the crossed chains connected with the 
axle, the pivoted lever with which said chains 
are also connected, the rearwardly-extending 
rods secured to said lever having their free 
ends bent into hooks engaging with said 
chains and the forwardly-extending rods or 
bai-s connected with said lever and adapted 
to bo connected with the front truck of a trac- 
tion-engine, substantially as described. 

2. Inateuderfor traction-engines, the com- 
bination ^*ith the axle, the bolster, the hori- 
zontal board, the water-tank or other recep- 
tacle, the king-bolt, the platform or foot-board 
and the coupling-bai-s secured thereto, of the 
eyebolts secured to the axle, the rods pivoted 
thereto, the crossed chains connected thore-. 
with, the pivoted lever having eyebolts with 
which said chains are connected, the rear- 

_wardly-extending rods secured to said lever 
having their free ends bent into hooks or eyas 
and engaging with said chains, and the for- 
wardly-extending rods or bars couneclcd with 
said lever and adapted to be connected with 
the front truck of a traction-engine ; substan- 
tially as described. 

587,714. EDWARD KENWORTHY 
DUTTON, Harrogate, Eng. Road- 
Locomotive. Filed Jan. 6, 1S97. Pat- 
ented Aug. 10. 1897. Serial No 61H.I93. 
( No model. ) Patented in England. Jun^ 
6. 1896. No. 12,379. 

My invention relates to vehicles provided 
with motive mechanism and to loco'uotives, 
such as traction-engines and road-rollcrs. I 
employ friction reversing-genring to aid in 
thesteeringof such vehicles and locomotives, 
such gearing being brought into action by an 
endwise-sliding shaft, which when revolving 
tends to work back. 

1. In combination in a motor-vehicle, the 
longitudinally-movableshafta, means for set- - 
ting said shaft in its positions longitudinally, 
an adjustable dri\ ing-geav aiTanged to be set 
by the longitndinal movement of said shaft, 
said gearing being connected to the shaft to 
rotate the same and connections from the said 
shaft to the part of the vehicle to be operated 
by the gearing, substantially as described. 

"?. In combination with the motor-vehicle, 
thelongitudinally-mova6leshaft^the driving- 
gearing therefor arranged to be set by the lon- 
gitudinai movement of the shaft, means for 
moving the shaft back to normal position as 
it is rotated by the gearing whereby said gear- 
ing and shaft are rendered inactive, and a 
connection between the shaft and the part of 
the vehicle to be operated, substantially as 
described. 

, 3. In combination the shaft a movable lou-. 
gitudinally tlic gearing for rotating the same 
arranged to be set by the longitudinal move- 
ment of said shaft, the nut engaging the' 
screw-threads of the shaft for returning the 
same with the gearing to normal position as 
it is rotated, and means for moving the nut, 
substantially as described. 

588,877. CHARLES QUAST. Marion. 
Ohio. Traction-Engine. Filed Feb. 24. 
1894. Renewed May 27. 1896. Patented 
Aug. 24. 1897. Serial No. .593,353. (No 
model. ) 

1. IncombinatioUj'in atraction-euguie, the 
driving mechanism, the front axle, the frame 
to which said axle ispivoted, the pivot stand- 
ard 29 in which the axle may move vertically, 
the spring for applying a tension to said axle 
tending to force the same down, the worm 
and operating means therefor and the seg- 
ment connected with the pivot-standard 29, 
substantially as described. 

2. In combination in atract.iou-eagiue,the 
frame, thedrivingmechanism, the front axle, 
the hollow standard carrying the same and in 
which the axle may have vertical movement, 
the pivot-block 151 having the bearing-point 
35 by which la teraltiltingof the axle is allowed 
said block being arranged to move vertically 
and be guided in the pivot -standard, the 
spring for forcing the block down and the 
steering mechanism connected with ihestand- , 
ard, substantially as described. 

3. In combination in a traction-engine, the 
frame, the driving mechan ism, the vertically- 
movable axle at the front of the frame, the 
vertically-movable block havinga pivot-point 
35 to permit lateral tipping of the spring for 
forcing the block downward, and the means 
for steering the machine connected with the 
front axle, substantially as described. 

4. In a traction-engine, the combination of 
the driving mechanism, the transmitter-shaft 
15, the clutch -wheels thereon, the clutch- 
shoes 8, 8, pivoted on pins 9 and having eccen- 
tric portions at their pivotal points to bear 
on the wheelrrim, the toggle-arms 10 connected 
totbe fre-i^^djs of the clutch-shoes and tlxe_ 



660 



TRACTION ENGINES 



means for operating said arms, substanlially 
as describeii. 

5. lu coinbinalion in a traction-engine, the 
driving me«'hani9ni,the transraitting-shaft 15, 
the clntch-wheel, theelutch-slioes Spivotally 
supportGd and having the toggle-arms 10 at 
ilieir outer ends, the sliding collars 14 and 83, 
the arms 13 connected to the collar 14, the 
arms 81 connecting said arms with the collar 
83 and the means for operating the collar 83, 
substantially as described. 

G. In combination, in a traction-engine,the 
driving-shaft, the transmltting-shaft, the two 
clutch- wheels thereon , the con nections 49 and 
117 for operating said clutches in and out and 
the hand-lever for operating the rods 49 and 
117, said hand-leVer being arranged between 
the rods and adapted to be attached to either 
of them by being shifted laterally to engage 
tho same whereby either clntch may be op- 
erated at a time but not together, substan- 
tially as described. 

7. In combination, in a traction-engine, the 
driving mechanism, the transmitting-shaft, 
the clutches thereon, the rods 49 and 117 for 
operating said clutches, the shifting lever be- 
tween tho rods having projections to engage 
either of them when shifted laterally, and the 
latches fol' holding iiie rods against jjiove- 
ment, said latches being arranged to be op- 
erated bj- the shifting o£ the Jevcr, substan- 
tially as described. 

a. in combination, the driving mechanism, 
the transmitting-shaft 15, the clutches there- 
on, the connections. to said clutches for oper- 
ating them, the shifting lever arranged ;to en 
gage and. disengage said rods.and the plate 
56 having non-alined slots C3, 64 connected 
by an opening G5 and the pawl for holding 
the lever in the slots and oOening, substan- 
tially as described. 

9. In combination in a traction-engine, the 
motot-shaft, tho trans mitting-shafts 15 and 
23, the gears 16, 17 and 18 on the shaft lo 
having internal clntch-teeth, the companion 
gears on the shaft 23, the gearing between the 
sh^ft 23andthetraction-wheelsand the slid- 
ing clutch on the shaft 15 with means for op- 
erating it within the gears, 16, 17 and Ifi, sub- 
stantially as described. 

p.0. In combination, the raotor-shaft, the 
trfin a mitting-shafts 15 and 23, the gears 16, 17 
and 18 on the shaft 15, the sliding clutch for 
fixing eithci- of the gears to the shaft 15, the 
gear 21 fixed to the shaft 23 meshing with the 
ge^T 18 andhavinc: the bevel-ffoar on its in- 
7ier side, the gears 10 and :?u hxed together 
and connected to the hub 95 loose on the shaft, 
the pinions 93 carried by the gear 19 and 
meshing with the bovel-gear of the gear 21, 
the loose gear 97 meshing with tlie pinions 93, 
■the gearing between tho shaft 23 and one 
traction-wheel and the gearing between the 
gear 97 and the other traction- wheel, sub- 
stantially as described. 

11. In combination in a traction-engine, t^he 
frame, the driving mechanism and the wheels 
having transverse and inclined ribs thereon, 
substantially as described. 

12. In combination in a traction-engine the 
two traction-wheels, the shaft 23 connected 
with one^the gear 21 fixed on the shaft 23 for 
driving one wheel, the gear 97 loose on the 
shaft and connected with Lheother wheel, the 
driving-gearing and the rolling orcompousat- 

, ing connection between the gears 97 and 21 
consisting of the pinions 93, substantially as 
described. 

591,027. WILLIAM S. WOOTTON, 

Roanoke, Va., assignor to Vesta L. Woot- 
tou and J. J. Wootton, same place. Road- 
Engine. Filed Feb. 4. 18«7. Patented 
Oct. 5. 1897. Serial No. i.22,033. (No 
model.) 

Aly invention relates to road -engines or 
Bteara-carriages of H general character similar 
tolhfitdescribedand shawnin tellers Patent 
granted Tome DceoniI)er20, 1887, No. 375,307 
and August 7, 1888, No. 387,^12, in which 
the machine is propelled by an engine oi- en- 
ginesgearcd wii.hhublessand spolceless track 
wheels or rims of hirge diHnieter,.u portion of 
che weight being sustained by heariog-wheelf 
which rnn on the inner neriphcri«s of miW 
track- wheels or hubless rims. 

It is a purpose of my present invention to 
providean improved road-engineooniprising 
simplicity of construct-ion ;ind great strength 
with a very high degree of Jlexihility, so as 
to obviate shocks or jars in running the ma- 
chine over uneven surfaci^sor upon ordinary 
rough roads, and which shall be'capable of 
furnishing adequate power where a quick and 
easy portability is of prime importance. 

1. In a road-engine, the combination of a 
main frame Isupportinga boiler and engines, 
a main rear axle olasiically connected with 
said main frame, the centerless track-wheels 
or drive- rims diKConuei;ted from said axle but 
- havinir their axeM coincident therewith, the 



two-part frames 18 supfiorted on the ends of 
the main rear axle and extended <m both sides 
of each of said track- wheels, tho bearing- 
wheels 21 having their axles supported in said 
two-part fi'ames and running on a track 22 on 
the inner periphery of the said drive-rims, a 
thrust roller or wheel mounted in the forward 
portion of each frame 18 iu contact "with the 
outer periphery ot each track-wheel or drive- 
rim, a steady-roller mountfd in contact with 
the inner periphery of each drive-rim oppo- 
site saidlhrust-wheel, and gearingconnecting 
the engines with teeth on the inner periphery 
of each drive-rini, substantijilly asde.scri-bed. 

2. Iharoad-engine, the combination of the 
main. frame 1 and its elastically-coniieeted 
main rear axle lU, the centerle.ss track-wheels 
or drive-rims 23 each having on its outer pe- 
riphery acenlral track 40and on its inner pe- 
lipheryacentfal truck 22 with staggered teeth 
on ea'ch side thereof, the two-part frames 18 
supported' on the ends of the main rear axle 
and extended on boih sides of the said drive- 
rims, the frames 45 having trunuioned con- 
nections with the frames 18, the frames 47 
connected with the said frames 45 and hav- 
ing a laterially-oscillaling connection with the 
main frame, two independent engines, the 
engine-shafts mounted in the frames 47, the 
drive-shafts mounted in the frames 18 and 
45 through their trunnioned connections 
or boxe^ detachable universal couplings 
for couneeting said engine-shafts with the 
drive-shafts, thrust-wheels or pressure-rollers 
sleeved lobsely.on the said drive-shafts to ro- 
tate thereon in contact with and in advance of 
the outer peripheral tracks of the centerless 
drive-rims, shafts mounted iu boxes on the 
frames 18'and carrying pinions in mesh with 
the staggered inner peripheral teeth of the 
drivc-rtjns and also a loose steady roller in 
oontacr with the central inner peripheral 
track of the drive-rims, and gearing connect- 
ing said pinion-shafts with the drive-shafts 
that couple with tho ensrine-shafts, substan- 
tially as deseriberi 

3. In a road-engine, the Combination of a 
flexibly -connected framei^ork adapted for 
forward, backward and lateral oscillation, a 
main rear axle olastically connected with the 
main portion of the frame, the centerless 
track -wheels or drive -rims, the two-part 
frames extended on both sides of each of said 
track-wheels and supported on the ends of the 
said main rear axle, means for steadying said 
rims from the said two-part frames, and en- 
gines geared independently with teeth on 
the inner peripheries of said centerless drive- 
rims, substantially as described. 

4. Ih a road-engine, the combination of i 
mainframe 1 having horizontal rearward ex- 
tensions 1"^, the main rear axle 10, the axle- 
boxes 9 provided with vertical standards 8 
having cushioned heads 14, the hangei-s 6 hav- 
ing cross-heads 7, the springs 13 surrounding 
said standards between the said axle-boxes 
and hanger- heads, the depending shanks 16 
on the axlo-boxes. truss-rods 17 connecting 
said shanks of opposite axle-boxes, the sleeves 
56 surrounding the rearward e.\ton.sions 1^ of 
the maiu frame and engaged by the hangers 
C and shanks IG, the centerless track-wheels 
or drive-rims 23, frames 18 supported on the 
ends of the n:un rear axle 10 and provided 
with means for supporting and steadying the 
said centerless drive-rims or track-wheels, 
and engines geared with the inner peripheries 
of said wheel-- or rims, substantially as de- 
scribed. 

5. In a road-f^ngine, the combination of the 
main frame having an elastically-snpportec'i 
main rear p.xle, the centerless track-wheels or 
drive-rims, two-part frames supported on the 
ends of said axle and extended on both sides 
of the respective centerless track-wheels or 
drive-rims, pinion -shafts mounted in said 
frames, a pair of pinions carried on each of 
said piniou-shMfts and each provided with a 
seriesof i-oUers journaledin its periphery and 
adapted tn eng.igo with staggered teeth- on 
opposite sides of an inner peripheral track 
with which each trcck-whecl or drive-rim is 
provided, loose steady-rollers alsocan-ied on 
said pinion-shafts in contact with the said 
inner peripheral tracks of the di'ive-rims, 
drive-shafts geared with the pinion-shafts 
engines having their shafts connected with 
said drive - shafts by universal couplings, 
sleeves loose on said drive-shafts, and thrust 
wheels or rollers mounted on said sleeves in 
contact with outer peripheral tracks of the 
track-wheels or drive-rims and in advance 
thereof, substantially as described. 

6. In a road-engine, the combination of the 
main frame, a main rear axle claslioalty con- 
nected with said frame, tlie centerless track- 
wheels or drive-rims, the two-part frames 
supported on the ends of the main rear axle 
and extended on both sides of the said ti-ack- 
wheels, the rear bearing-wheels supported in 
said two-part frames, steady-rollers for the 



"track- wheels, aiid the engines geared with in- 
ner peripheries of said track-wheels throush 
universally-coupled and end-playing shafts, 
substantially as described. 

7, In a road-engine, the combination of the 
main frame, a main rear axle, elastic or spring 
connections between said frame and axle, the 
centerless track -wheels or drive -rims and 
their independent engine-gearing, a guide- 
wheel for supporting the forwardend of the 
mainframe, worm-gearing for controlling the 
goide-wheel, and a direction-indicator mount- 
ed on the worm-gearing parallel with the ver- 
tical plane of the guide-wheel, substantially 
as described 

8. Tn aroad-engine, tho combination of the 
main frame, the rear centerless track-wheels 
or drive-rims, the rear bearing-wheels track- 
ing in said rims, the engines independently 
geared with said rims,'the forward supporting 
and guide whe^l having a shank or support 
extended vertically through the forward por- 
tion of the main frame, aspringonsaidshank, 
a gear-wheel keyed on the upper portion of 
ijhe said shank, worm-gearing for .steering tho 
guide-wheel through said gear-wheel, and an 
indicator or pointer mounted on thehoi-izon- 
tal plane of said gear-wheel and in the ver- 
tical plane of the guide-wheel, substantially 
as described. 

9. In a road-engine, tho combination of a 
lateralliVfof^^Jii'diy and backwardly oscilla- 
tory framework, amain rear axle having elas- 
tic and flexible connection with said frame- 
work, the centerless track-wheels or driVe- 
rims, rear bearing- wheels tracking in said 
drive-rims, the engines imiependently geared 
with said drive-rims through shafts having 
univei¥alandend-playcouplings,thefoi ward 
supporting and guide wheel, its steering or 
controlling mechanism, and a pointer for in- 
dicating the direC ion and degree of inclina- 
tion given to said guide-wheel, substantially 
as desci'ibed. 

10, In aro^d-cngine, the combination with 
the carriage-frame, the bearing-wheels, and 
the drivo-gea.ring, of centerless track-rim' 
each f'omposed of a railroad-rail bent to cir 
cular form with the top surface of tbo.raij 
forming an inner peripheral track for Mie 
bearing-wheels, a tire shrunk onto said rim, 
and bolts ard nuts connecting the said rim 
and tire, the heads of said bolts being adapted 
to serve as cogs or teeth for meshiTig with the 
drive-gearing and the nuts on said bolt« serv- 
ing as a ronghened shoeing for the track-ri m, 
substantially as described 

593,542. OSCAR OLSON, Gervais, 
Ore. Automatic Vehicle-Steering De- 
vice. Filed July 15, 1896. Patented 
Nov. 9. 1S97. Serial No. 599.314. (No 
uioHp? 1 

The invention relates to an automatic steer- 
ing device for vehicles, and has for its object 
the facilitation of the handling of heavy ve- 
hicles, such as water-tanks attached to trac- 
tion-engines. 

To this end I have constructed a combina- 
tion of lever arms or bars'connecting two sido 
buffers and tho draw-bav by means of lever- 
arms to a general bar pivoted under the bot- 
tom of the, rear end of the vehicle, which bar 
in turn is attached to the bracket-axles sop-, 
jwrtiug the ground-wheels, and thusst-eering 
fch.e vehicle automatically when the propel- 
Ung-enginerhangesitscoursfi 

1. In an automatic veMcle-steering device 
the conibination with the framework, of the 
two side buifers connected by means of lever- 
arms and connections to the bracket-axles of 
tho supporting ground-wheels, substantially 
as described. 

". An automatic vehicle-steering device 
having the sliding draw-bar with its cross- 
piece whereto the lever-arms are chained, 
v.'hich Icver-arms Ate clamped onto tho gen- 
eral levci'-bar 1, which a^iain connects with 
the bracket-axles of the -round- wheels, sub- 
stantially as sot forth., 

3. Thojconibinationin an automatic vehicle- 
steering device of fhe brack et^axles support- 
ing the ground- wheels, which are journaled 
onto said bracket-axles, the upright stand- 
ards A pivoted to the sides of the vehicle and 
the arched hangers and braces, securing the 
pivoted standards to the frame of tho vehicle 
or tank, all for the purpose set forth and 
specified. 

4. Thecombination in an automatic vehicle- 
steering device of tho sliding draw-bar, the 
sidebutTcrsconne'!l^d with the general lever- 
bar at the rear end of the vehicle, the lever- 
bar 1 having the slots for tiie set-screws, fas- 
tening the clamps of the lever-arms, to pass 
in, and the lever-arms connecting the bracket- 
axles with the lever-bars, all substpiitiaUy as 
fjpecified. 

6. The combination in an automatic vehicle- 
Peering deviceoftheslidingdraw-bar having 
a slot, and moving on a stationary bolt, the 



TRACTION ENGINES 



661 



spring at the end of the draw-bar, the cross- 
piece of the draw-bar having lover-arms 
chained to its ends, and the guide-bar sup- 
porting the tank and being connected with 
the platform of the traction-engine all snb- 
stantially as set forth. 

G. Thecombinatiou in an automatic vehicle- 
steeringdeviceotthe movable middle bumper 
having one edge provided ^itli cams and the 
standard -stau having the hand and spin- 
wheel connected with saiu cams to move the 
bumper forward and backward, all substan- 
tially as set fot-th and for the purpose speci- 
fied. 

594,866. JAMES M. FULLER, Sioux 
Falls, S. D. Tender for Traction- 
Epgines. Filed Apr. 16,1897. Patented 
Dec. 7, 1897; Serial No., 632,526. (No 
model.) 

The.object ol this invention is to provide a 
tender of strong and durable construction 
designed Uy contain water- and fuel and the 
like and designed to be coupled to a traction- 
engine without in anyway interfering with 
the engine in any of its movements, either 
when rounding carves, backing, orgoingbver 
irregular surfaces and ditches. 

My invention is, further, to provide a tender 
of this class that may be coupled to any ordi- 
nary traction-engine without changing the 
construction of the engine or the position of 
the platform, at the ronr end of the engine. 
Hence when the tender is not attached the 
engine will be provided with its own platform, 
as usual. 

A further object is to provide simple, dura- 
ble, and inexpensive mechanism whereby Jihe 
wheels of the tender may be connected with 
Xhe steering-axle of the engine bydirec'.-con- 
necting devices, to thereby dispense with the 
use of directing pnlleys" and guides, i.nd at 
the same time so connect the tender-wheels 
with the steering-wheels, that the latter will 
track with the former at all times, and, fur- 
ther, to provide means whereby the wheels 
of the tender may" be turned to stand in any 
direction while the tender is standing still, 
and this with the application of only a com- 
paratively slight amount of power. 

1. The combination of an engine and ten- 
dei.*, or like vehicle, of stub-axles pivotally 
connected with the tender at its opposite sides 
to swing in a. horizontal plane, wheels fixed 
thereto, approximately semicircular triacks or 
guides connected with the inner ends of said 
axles, connecting-rods extended parallel. with 
each other beneatU the tead>er-body and piv^- 
otally connected with the ends of the said 
semicircular tracks or guides," and ch-ains oi 
their equivalents fixed t o said tracks or guides 
and designed to be connected with the steer- 
ing-axle of the engine, for the purposes state4. 

2. The combination with a traction-engine 
and tender, Oi' the like, of a frame in wMch 
the tender-body may be mounted, stub-axles 
at. the sides of said frame, an upright formed 
on or iixectito.the inner end of eacii of said 
stub-axles and having journals at thei? ends 
designed to be pivoted in the said trame, 
somieircular tracks or guides formed on or 
fixed to thesaid uprights, connecting-rods ex- 
tended parallel wi th each other beneath the 
tonder-bodyandpivotally connected with the 
ends of thesaid semicircuLirtracks or guides, 
chains fixed to the sai-d tracks or guides and 
designed to be connected with the steering- 
axle of an engine, and coupling devices for 
coan-ectingthAtenderand engine, for thepnf 
poses stated. 

3. A tender for tractidn-engines or the like, 
comprising in combination, a tank, a frame 
for supporting the tank, stub-axles pivotally 
mounted in said frame and capable of swing- 
ing in a horizontal plane independently of 
each other, cross-pieces fixed to the inner end 
portions of said stub-axles, parallel rods to 
extend under the tender-body and pivotally 
connected with the opposite ends of the said 
cross-piece, and having one or more pin-holes 
in the forward one thereof, a pin or pins de- 
signed to be passed through said hole or holes 
and to engage with a part of the stationary 
frame of the tender so that the axles will be 
held stationary relative to the tender-body, 
for the purposes stated. 

4. A tender for traction-engines or the like, 
compri8ingiucombination,atank,aframel'3, 
■wheels 14, stub-axles lo, uprights 16, formed 
. on or fixed- to the axles, semicircular grooved 

guides or tracks 17 formed on or fixed to the 
said uprights, connecting-rods 18 pivoted to 
the said tracks or guides 17, a coupling-pole 
19 fixed to the frame 13, coupling-rods 20 piv- 
oted to the frame, chains 29 cornected with 
the semicircular tracks or guides, and means 
for connecting the front connecting-rod 18 
•witli part of the 3t(>:tionary frame of the ten- 
der, all arranged and combined substantially 
,in the manner set forth and for the purposes 



stated. 

595,254. WILMERt B. SCHREIBER, 

Floyd's Knobs, Ina., assignor of one-half 
to August Sperzel and Albert F. Sperzel, 
Galeua. Ind. Steering Device for Mo- 
.tor-Vehicles. Filed July 6, 1897. Pat- 
ented Dec. 7, 1897. Serial No. 643,622. 
(No model/'. 

My invention relates to steering devjces foi 
motor-vehicles, and has for its object the pro- 
duction of improved means for applying.at 
will the power of the motor to turn one or the 
other or both axles from their ^normal posi- 
tions. 

My newly-invented improvements consist 
in the combination of frietion-dislsou the 
driving-shaft of the motor and a friction-cone 
secured upon a shaft supported in sliding 
and pivotal bearings and having a worm ai*- 
ranged to engage a worm-wheel that operates 
a winding-shaft from which chains lead, usu- 
ally to the front axle. A hand-wheel is pro- 
vided near the rear end of the vehicle, as con- 
venience may direct, with suitable shafting 
and connections adapted to bring the fric- 
tion-cone against either. fnction-disk, as de- 
sired. Each constituent element of my in- 
vention is described in detail and its individ- 
ual oifico, together with the mode of operation 
of the whole, fullv explained hereinafter;. 

In a steering device for motor- vehicles, the 
combination of a windiog- shaft, a pivoted 
axle, a chain encircling said sliaft and having 
its ends connected to said axle, a worm-wheel 
attached to said shaft, a shaft having a worm 
constructed to engage said worm-wheel, a 
journal-box 20 having a pin 21, a bracket 22 
bored to receive said pin and adapted to sup- 
port said journal-box pivotally near said 
worm-wheel, a flanged pillow-block 25, a 
bracket 27 having groove 26 in which said pil- 
low-block may be reciprocated, said pivoted 
box 20 and sliding block 25 affording bear- 
ings for said worm-shaft, a driving or crank 
shaft, friction-disks fixed upon said crank- 
shaft, a friction-cone secured to said wornj- 
shaft and situated between said disks, ahand- 
wbeel, a hand-wheel shaft, and an eccentric 
upon said hand-wheel shaft having a rod piv 
otally connected with the worm-shaft sub- 
stantially as described. 

597,594. ADAM SMITH and JOHN 
-SMITH, Blissville. 111. Traction-Wheel. 
Filed Apr. 22. 1897. Patented Jan. IB, 
1898. Serial No. 633,334. (No model) 
Ttiis invention relates more particularly to 
wheels for traction-engines or similar vehi- 
cles; and the object is to provide a traction- 
wheel with raud-shocs and a simple means fd 
autornatically moving the shoes into position 
relatively to the rim of the wheel, to serve as 
teeth for engaging in mud orsoft roads, to pre- 
ve'nt slipping of the wheels, and also to em- 
ploy the same means, but in a different posi-. 
ti'on, to move the shoes into the rim of the 
wheel while traveling over hard roads or 
bridges,.thus preventing damage to the road 
or bridge. 

1. A traction-wheel, comprisingarim hav- 
ing recesses or openings formed through it, 
mud-shoes pivoted in said recesses or open- 
ings, frames supported by the wheel, rock- 
shafts mounted in the frames, tappet-fingers 
extended from said rick-shafts, connections 
between the rock-shafts and mud-shoes, hold- 
ing-arms extended from the mud-shoes, and 
a tappet adapted to be engaged with the tap; 
pet-fingers for moving the shoe in either o.^ 
its directions, substantially as specified. 

2. A traction-wheel, comprising a rim hav- 
ing recesses or openings formed through it, 
mud-shoes pivoted in said recesses or open- 
ings, frames secured to spokes of the wheel, 
rock-shafts mounted in said frames,^rods or 
arms extended from said rock-shafts loosely 
through sleeves on shafts extended through 
shank portions of the mud-shoes, latch-arms 
extended from said shafts, detents with 
which said latch -arms engage, springs for 
moving the latch-arms inward, fingers ex- 
tended in opposite directions from the shafts 
through the frames, and an adjustable de- 
tent on the frame of the vehicle supported 
by the wheel, the said adjustable detent be- 
ing adapted for engagement with the fingers 
extended fr3m tlie shafts, substantially as 
specified. 

3. A traction-wheel, comprisiug a rim bav- , 
ing openings through it, mud-shoes pivoted 
in. said openings and having shank portions 
extended within the inner periphery of the 
rim, frames extended between and attached 
to adjacent spokes of the wheel, rock-shafts 
mounted in said frames, rods or arms ex- 
tended from the rock-shafts, shafts extended 
loosely throup:h the shant portions of the 
mud-shoes and having sleeves through whicii 
the rods from the rock-shafts may move, hold- 
intf-arm'e mounted to swinjg on the shafts ex- 



tended through the shank portions of the 
shoes, and haviug their free ends provided 
with heads or hooks, guides on spokes through 
which said holding-arms may move, latch- 
arms mounted to swing on the shafts ex- 
tended through the shank portions and hav- 
ing shoulders to Engage with a detent on a 
spoke, and means for rocking the rock-shafts 
to move the shoes into either their outer or 
inner position, substantially as specified. 

4. A traction - wheel, haviug openings 
through its Vim, luud-shoes pivoted in said 
openings, frames extended between and fas- 
tened to adjacent spokes of the wheel, rock- 
shafts mounted in said frames, shafts- ex- 
tended through shank portions of the raud- 
shoes and provided with sleeves, rods e5:- 
tended from the rock-shaF(s through said 
sleeves, holding-arms extended in one dii'cc- 
tion from the shaftjs through the slmnks of 
the shoes, l^ilch-arms extended ia the oppo- 
site direction from said shafts, pins adapted 
to extend through spokes of the wheel and 
jilso through holes formed in tl;e latch'-arms, 
and means for rocking the rock- shafts in 
either direction, substantially as specified. 

5. A traction-wheel, comprising a rim, a 
series of mnd-siiocs pivoted to said rim, rock- 
shafts having coniieclioiiwith said shoes, lap- 
pet-fingers extended I'rum opposite sides of 
said shafts, a shifting-bar niouuteil to -slide 
on the vehicle supported by the frame, (neans 
for holding said baras adjusted, and a, jicld- 
ing tappet-fingoron said bar adapted. tor en- 
gagement with the tappet-fingers extended 
from the robk-shafts, substantially as speci- 
fied. 

6. A traction-wlieel, comprising a iiim, a 
series of mud-shges pivoted to said rim, roek- 
sliafts baying connection with said shoes, tap- 
pet-fingers extended from opposit"o sides of 
said shafts, a shifting-bar mounted to slide 
and swing on theframeof a vehicle supported 
by the wheel, a series of notches formed in 
said bar and adapted to engage respectively 
with a rib formed on the frame, and a yield- 
ing tappet on said bar and adapted for en- 
gagement with cither cue of the -tappet-fin- 
gers extended from the rock-shafts, sUhstan- 
tially as speeified, 

7. A traelinn-vliecl, comprising a i-im, a 
series of mud-shues mouuted to swing rela- 
tively to ;t!ic rim, rock-shafts connected to 
the shoes, and means for operating the rock- 
shafts to swing the mud-shoes, substiintially 
as specified. 

601,225. EDWARD G. FERGUSON 
and JOHN P. HOLMEN, Xensett, Iowa. 
Tender for Traction-Engines. Filed 
Apr. 20, 18^'S. - Patented Mar. 22, 1898. 
Serial No. 632,9.52. (No model.) 
The object of the invention is to provide a 
new and improved tender for traction-engines 
and similar machines, and arranged to steer 
the tendei" and engine simultaneously and in 
the proper direction, and to permit of run- 
ning the engine with the tender attached 
rearwardly, if 'desired. 

1. The combination with a traction-engine 
provided with rearwardly-projecting brack- 
ets, of a two-wheeled vehicle having a piv- 
otal connection between its body and axle, 
and provided with a platform at the front end 
of the body, the front end of said platform 
being secured to the brackets, a drum jour- 
naled in said brackets and operated from the 
steering mechanism of the engine, and a chain 
winding on said drum and having its ends se- 
cured to the axle of the vehicle, substantially 
as described. 

2. The combination with a traction-engine 
provided with rearwardly-projecting brack- 
ets on its boiler, of a two-wheeled vehicle hav- 
ing a pivotal connection between its body and 
'be axle and provided with side bars extend- 

Jg from the body and secured to the brack- 
ets, a drum journaled in said bi-ackets and 
operated by tlie steering mechanism of the 
engine, and a chain winding oi> thesaid drum 
and having its ends connected with the axle 
ofthesaid vehicle, substantially as described. 

3. The cofaibinatiori with a tt-action-engtne 
provided with rearwardly-projecting brack- 
ets on its boiler, and the steering-shaft of the 
mechanism of said engine, of a two-whooled 
vehicle having a pivotal connection between 
its body and the axle, and provided with side 
bars extending from the body and secured to 
the brackets, a drum mouuted in the said 
brackets, a chaiU winding on the drum and 
having its ends secured to the axlo of the ve- 
hicle, a worm-wheel on the end of the shaft 
of thfi drum, an upright shaft having its up- 
per end geared with the said steering-shaft, , 
and a worm on the lower end of the said shaft 
meshing with the worm-wheel of the drum, 
substantially as described. 

4. The combination with a traction-engine 
nrovided with rearwardly-projecting brack-. 



662 



TRACTION ENGINES. 



ets on its boiler, of a'two-wlieeledvehicle hav- 
inga pivotal connection between its body and 
ihe axle, side bars extending forward fron. 
the body and having tlieir ends secured to the 
brackets of the boiler, a cross-bar connecting; 
tiie forward ends of the side bars, a reach-rod 
extending from the pivot of the body to the 
bracket on the lower portion of the boiler, an 
inclined brace extending from the pivot of 
the body to the cross-bar of tlio said side bars, 
a drum mounted in tlio said brackets and op- 
erated by the steering mechanism of the trac- 
tion-engine, and a chain winding on the drum 
and having its ends secured to the axle of the 
vehicle, substantially as described. 

602,310. BRAMAH J. DIPLOCK, 

London, Eng. Locomotive. Filed Dec. 
20. 1897. Patented Apr. 12, 1H98. Serial 
No. 662,619. (No model.) Patented in 
England, Oct. 19. 1h93. No. 19,682. 
Tins invention relates to locomotives 
mounted on springs, whether intended for 
running on rails or on roads, but more QHt- 
ticularly to the latter; and it has for its object 
arrangements whereby both pairs of wheels 
canbedrivenandalso turned forgoingaround 
curves or steering, as the case may be. For 
this purpose each pair of wheels is mounted 
on aswiveling undercarriage, and their axles 
are connected by universal joints to central 
wheels driven by a lost-motion pinion or pin- 
ions or the like on a shaft or shafts at the 
same level, ornearly so, with the axles, so that 
the distance between the axles and the shafts 
is substantially constant, although theengine 
rises and falls on its springs. 

1. The combination of the engine-body, an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarringe, an axle 
fixed to each wheel, springs between the axles 
and undercarriage, a wheel at the center of 
the undercarriage, a universal joint connect- 
ing the central wheel to the axles, a lost-mo- 
tion pinion at- approximately the same level 
as the central wiieel, and means for driving 
the central wheel from the lost-motion pinion. 

2. The combination of the engine-body, an' 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercari'i;ige, an axle 
fixed to.eacli wheel, springs between the axles 
and undercarriage, a wheel at the center of 
the undercarriage, a universal joint connect- 
ing the central wheel to the axle, a lost-mo- 
tion pinion at approximately the same level 
as the central wheel, means for driving the 
central wheel from the lost-motion pinion, 
and buffers carried by the axle-boxes and 
bearing against the undercarriage. 

3. The combination of the engine-body, an 
undercarriage pivoted to the bod3', a pair of 
wheels supporting the undercarriage, an axle 
fixed to each wheel, springs between the axler 
and undercarriage, a wheel at the center ol 
the nndercarriage, a universal jpint connect- 
ing the central wheel to the axle, a lost-mo- 
tion pinion at approximately the same level 
as the central wheel, means for driving the 
Central wheel from the lost-motion pinion, 
and spring-buffers pivoted to the axle-boxes 
and bearing against the undercarriages. 

4. The combination of the engine-body, an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to the wheels, springs between the axle 
and the undercarriage, a "wheel spherical on 
its outside fixed to the center of theaxle, a 
wheel spherical on the inside and raounled on 
the other, a parallel-sided slot in one wheel, 
a rectangular head pivoted to the other and 
working in the slot, and means for driving 
the outer wheel. 

5. The combination of the engine-body, an 
undercarriage pivoted to the body, a pair o.' 
wheels supporting the jindercarriage, an axle 
fixed to each wheel, a beveled pinion fixed to 
each axle, springs between the axles and un- 
dercarriage, a wheel spherical on its outside 
free to turn on the axles, beveled pinions 
pivoted to the wheel and gearing with the 
pinions on the axles, a wheel spherical on the 
inside and mounted on the other, a parallel- 
sided slot in one wheel, a rectangular head 
pivoted to the other and working in the slot, 
and means for driving the outer wheel. 

C. The combination of the engine-body, an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to the wheels, springs between the axle 
and the undercarriage, a wheel spherical on 
its outside fixed to the center of the axle, a 
wheel spherical on the inside and mounted on 
the other, a parallel-sided slot in one wheel, 
a rectangular head pivoted to the other and 
working in the slot, means for driving the 
outer wheel, and buffers carried by the axle- 
boxes and bearing against the undercarriage. 

7. The combination of the engine-body, au 
undercarriage pivoted to the body, a pair of 
wheels siipporting the undercarriage, an axle 
fixed to each wheel, a beveled pinion fixed to 



each axle, springs between the axles and un- 
dercarriage, a wheel spherical on its outside 
free to turn on the axles, beveled pinions 
pivoted to the wheel and gearing with the 
pinions on the axles, a wheel spherical on 
tho inside and monnted on the other, a par- 
allel-sided slot in one wheel, a rectangular 
head pivoted to the otherand working in the 
islot, means for driving the outes' wheel, and 
buffers ca'Tied l)y tiic axle-boxes and bearing 
against the undercarriage. 

8. The combiualion of the engine-body, an 
undercarriage pivoved to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to the wheels, springs between the axle 
and the undercarriage, a wheel spherical on 
its outside iixed to the center of tho axle, a 
wheel spherical on the inside and mounted on 
the other, a parallel-sided slot in one wheel, 
a rectangular head pivoted to the other and 
working in the slot, means for driving the 
outer wheel, aud spring-buffers pivoted to 
the axle-boxes and bearing against the under- 
carriage. 

9. Tlie combination of the engine-body, an 

undercarriage pivoted to the body, fvpair of 
wheels supporting the undercarriage, an axle 
fixed to each wheel, a beveled pinion fixed to 
each axle, springs between the axles and un- 
dercarriage, a wheel spherical on its outside 
free to turn on tho axles, beveled pinions piv- 
oted to the wheel and gearing with the pin- 
ions on the axles, a wheel spherical on the in- 
side and mounted on the other, a parallel- 
sided slot in one wheel, a rectangular head 
pivoted to the other and working in the slot, 
means for driving the outer wheel, and spring- 
bu ffers pivoted to the axle-boxes and bearing 
against tho undercarriage. 

30. Thecombinationof the engine-body, an 
undercarriage pivoted to the body,' a pair of 
wheels supporting the undercarriage, an axle 
fixed to the wheels, springs between the axle 
and the undercarriage, a wheel spherical on 
its outside fixed to the center of the axle, a 
wheel spherical on the inside and monnted on 
the other, a parallel-sided slot in one wheel, 
a rectangular head pivoted to the other and 
working in the slot, guides pivoted to the un- 
dercarriage aud embracing the outer wheel, 
and means for driving the outer wheel. 

11.' Thecombinationof the engine-body, an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to ea<^h wheel, a beveled pinion fixed to 
each axle, springs between the axles and un- 
dercarriage, a wheel spherical on its outside 
free to turn on tho axles, beveled pinions piv- 
oted to the wheel and gearing with the pin- 
ions on the axles, a wheel spherical on the in- 
slde and mounted on the other, a parallel- 
sided slot in one wheel, a rectangular heaf* 
pivoted to the other and working in the slot, 
guides pivoted to the undercarriage and em- 
bracing the outer wheel, and means for driv- 
ing the outer wheel. 

1 2. The combination of the engine-body, an 
undercarriage pivoted to tho body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to the wheels, springs between the axle 
and the nndercaiTiage, a wheel spherical on 
its outside fixed to the center of tho axle, a 
wheel spherical on the inside and mounted 
on the other, a parallel-sided slot in one wheel, 
a rectangular head pivoted to the other and 
working in the slot, guides pivoted to the un- 
dercarriage and embracing the outer wheel, 
means for driving the outer wheel, and buffers 
carried by the axle-boxes and bearing against 
the undercarriage. 

13. Tho combination of the engine-body, an 
undercan'iage pivoted to the body, a pair of 
wheelssupporting the undercai-riage, an axle 
fixed to each wheel, a beveled pinion fixed 
to each axle, springs between the axles and 
undercarriage, a wheel spherical on its out- 
side free to turn on the axles, beveled pinions 
pivoted to the wheel and gearing with the 
pinions on the axles, a wheel splierical on 
the inside and mounted on the other, a par- 
allel-sided slot in one wheel, a rectangular 
head pivoted tolheother and working^in 1,ho 
slot, guides pi v'otod to the undercarriage and_ 
embracing the outer wheel, means for driving 
the outer wheel, and buffers carried by the 
axle-boxes and bearing against the under- 
carriage. 

14. The combinatiun of the engine-body, an 
undorcarrrage pivoted to the body, a pair of 
wheels supporting the uTidercari'iage, an axle 
fixed to the wheels, springs between the axle 
and the undercarriage, a wheel spherical on 
its outside fixed to the center of the axle, a 
wheel spherical on the inside and mounted 
on the other, a parallel -sided slot in one 
wheel, a rectangular head pivoted to the 
otherand working in the slot, guides pivoted 
to the undercarriage and embracing the outer 
wheel, meansfordn>ing the outer wheel, and 
spring-buffers pivoted to the axle-boxes and 

. bearing against tho undercrrriage. 



15. Thecombinationof the engi'ne-bodj', an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to each wheel, a beveled pinion fixed to 
each axle, springs between the axles and un- 
dercarriage, a wheel spherical on its outside 
free to turn on the axles, beveled pinions piv- 
oted to tlio wheel and gearing^vith the pin- 
ions on the axles, a wheel spherical on the 
inside and mounted on the other, a parallel- 
sided slot in one wheel, a rectangular head 
pivoted to the other aud working in the slot, 
guides pivoted to the undercarriage and era- 
bracing the outer wheel, means for driving 
the outer wheel, and spring-buffers pivoted to 
tho axle-boxes and bearing against the uu- 
dercarriage. 

16. The combination of the engine-body, an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to the wheels, springs between the axle 
and the undercarriage, a wheel spherical on 
its outside fixed to the center of the axle, a 
wheel spherical on the inside and mounted on 
the other, means for driving the inner wheel 
from tho outer wheel, guides pivoted to the un- 
dercarriage and embracing the outer wheel, 
and means for driving the outer wheel. 

17. The combination of the engine-body, an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to each wheel, a beveled pinion fixed to 
each axle, springs between the axles and un- 
dercarriage, a wheel spherical on its outside 
free to turn oh the axles, beveled pinious piv- 
oted to the wheel and gearing with the pin- 
ions on the axles, a wheel spherical on the 
inside and mounted on the other, means for 
driving the inner wheel from the outer wheel, 
guides pivoted to the undercarriage and em- 
bracing the outer wheel, and means for driv- 
ing the outer .wheel. 

18. The combination of the engine-body, i\n 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to the wheels, springs between the axle 
and the undercarriage, a wheel spherical on 
its outside fixedto the center of the axle, a 
wheel spherical on the inside and mounted 
on the other, means for driving the inner 
wheel from the cuter wheel, guides pivoted 
to the undercarriage and embracing the outer 
wheel, means for driving the outer wheel, 
and buffers carried by the-axle boxes and 
bearing againSb the undercarriage. 

19. The combination of the engine-bod j', an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to each wheel, a beveled pinion fixed to 
each axle, springs between the axles and nn- 
dercarriage, a wheel spherical on its outside 
free to turn on the axles, beveled pinions piv- 
oted to the wheel and gearing with the pin- 
ions on the axles, a wheel spherical on the 
inside and mounted on the other, means for 
driving the inner wheel from the outer wheel, 
guides pivoted to the undercarriage and em- 
bracing the outer wheel, means for driving 
the outer wheel, and buffers carried by the 
axle-boxes and bearing against the undercar- 
riage. 

^. The combination of theengine-body, an 
undercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to the wheels, springs between the axle 
and the undercarriage, a wheel spherical on 
its outside fixed to the center of the axle, a 
wheel spherical on the inside and mounted 
on the other, means for driving the inner 
wheel from the outer wheel, guides pivoted 
to the nndercarriage and embracing the outer 
wheel, means for driving the' outer wheel, 
and spring-buffers pivoted to the axle-boxes 
and bearing against the undercarriage. 

21. The combination of the engine-body, an 
nndercarriage pivoted to the body, a pair of 
wheels supporting the undercarriage, an axle 
fixed to each wheel, a beveled pinion fixed tvr 
each axle, springs between the axles and un- 
dercarriage, a wheel spherical on its outside 
free to turn on the axles, beveled pinions 
pivoted to the wheel and gearing with the 
pinions on the axles, a wheel spherical on the 
inside and mounted on tho other, means for 
driving the innerwheelfrom the outer wheel, 
guides pivoted to the undercarriage and em- 
bracing the outer wheel, means for driving 
the outer wheel, and spring-buffers pivoted to 
the axle-boxes and bearing against the un- 
dercari'ia'^e 

604,006! ' HENRY C. DUENSING, 
Beecher, 111. Traction-Wheel. Filed 
Aufj. 14, 18y7. Pattftited May. 10, 1898. 
Serial No. 648,226. (No model.) 
My iDVontion relates to traction-wheels,aiid 
partiealarly to means for preventing the ac- 
cumulation of snow and ice on the tread of 
tho wheel. Its object is to provide a construc- 
tion in which the tread of a traction-wheel 
may be heated while the wheel is in motion, 
'aoas to prevent such accumulation. 



TR ACTION ENGINES. 



663 



1. A traction, -wheel Liaviiii^ a hollow air- 
tight rim, with a partition lo therein, and a 
discharge -cock on one side o£ said partition 
opening out of the rim, in combination with 
steam connections communicating with said 
rim on the opposite side of the partition, and 
adapted to convey steam or hot air into said 
rim while the wheel is in motion, for the pur- 
poses specified. 

2. A traction - wheel having a hollow air- 
tight rim; in comlSnatioQ with a pipe 5 com-- 
municating therewith at one end, having its 
other end bent in line with the axle of the 
wheel, and having a port 6 therein; an air- 
tight connection in, which said other end is 
journaled ; and a pipe 10 secured to said con- 
nection for convejing steam or hot air through 
the port 6 and iutojsaid rim, for the purposes 
specified. 

3. A traction -wheel having a hollow, air- 
tight rim with a partition 13 therein, and a 
discharge-cock on one side of said partition 
opening oat of the rim; in combination with 
a pipe 5 communicating therewith at one end, 
on. the opposite side of the partition, having 
its other end bent in line with the axle of the 
wheel and having a port 6 therein ; an air- 
tight connection in which said other end is 
journaled; and a pipe 10 secured to said con-, 
nectionforconveying steam or hot air throngh 
the port 6 and into said rim, for the pnrposes 
specified. 

4. A traction- wheel having an-inner rim 4 
and an outer rim 2 secured to same. and 
grooved so aa to form an "air-tight compart- 
ment between said rims, and a gasket 3 inter- 
vening said rima on either side, in combina-, 
tion with steam connections, adapted to con- 
vey steam or hot air into said compartment 
[while the wheel is in motion, substantially as 
land for the purposes specified. 

607,014. CHAUNCEY B. BOSTWICK, 

Pittsburg, Pa, Power Mechanism for 

Traction-Engines. Filed Nov. 23, 1897. 

Patented July 12, 1898. Serial No. 

659,599. (No model). 

My invention relates to power mechanism 
for tra'ction-engines; and the object of my in- 
vention is to provide means whereby a greater 
bearing-surface is obtained, thereby affording 
a greater power than has heretofore been ob- 
tained in or by traction-engines. 

By the adoption and use of my improved 
mechanism the main driving-wheels are pre- 
vented from sinking into. the earth,' thereby 
overcoming one of thegreatest obstacles here- 
tofore known in the use of traction-engines.- 
^ 1. An improved power mechanism for trac- 
tion-engines, consisting of the main driving- 
wheels and auyiliary wheels, each provided 
with recesses within their periphery, for en- 
gaging a metal belt for forming a better and 
greater bearing -surface therefor, tension- 
wheels journaled in a frame which is secured 
to the arm or support, said tension-wheels 
being, in constant contact with the inner sur- 
face of the belt for keeping said belt in close 
proximity with the ground, togetherTvith tlie 
revolving brushes, one on either side of the 
belt and in constant contact therewith, said 
brushes being operated by a sprocket-chain 
which passes over sprocket-wheels secured to 
the main driving-wheels and on the ends of 
the rollers over which the brushes rotate, sub- 
stantially as shown and described. 

2. An improved power mechanism for trac- 
tion-engines, consisting of the main aod aux- 
iliary driving-wheels, said auxiliary wheels 
being journaled in arms or supports, a frame 
pivoted to the axles of said auxiliary wheels 
and-provided at its forward end with a plow 
and its rear end resting against the under 
side of the arm or support, together uith a 
pilot-wheel for supporting the forward end of 
the engine-frame proper, substantially as and 
for the purposes shown and described 

607,308, LEIGH WATKINS, Denver, 
Colo. Wagon Steering and Driving 
Mechanism. Filed Aug. 16, 1897. Pat- 
ented July ]2. 1898. Serial No. 648,436. 
(No model) 

My invention relates to certain improve- 
ments in wagons which enable the axles of 
one or more wagons to be connected in such 
a way that the whe^^ls may be used as traction- 
wheels and also to certain improvements by 
which the steering of the wagons ma}' be ac- 
complished in such a manner that the wheels 
of successive wagons connected together will 
all follow the same track. 

1. A wagon-gearing having axles mounted 
to swinghorizontally, segment-gears attache'l 
to the axles, and extending horizontally to- 
ward each other, and a horizontal shaft hav- 
ing a gear slidingly keyed upon each end and 
meshing with the segment-gears, substan- 
tially ns described. 

2. A wagon-gearing havingaxles monnted. 



to swinghonzoutallyjSegment-ijears attached 
to the axles and extending hori/.oulally to- 
ward each other, a horizontal sbaft having a 
gear slidingly keyed upon each end and mesh- 
ing with the segment-gears, and means for 
holding the segment-gears and sliding gears 
in contact, substantially as described. 

3. A wagon-gearitig having axles mounted 
,to swing horizontally, segment-gears Attached 
to the axles and extending horizontally to- 
ward each other, and a horizontal shaft hav 
ing a gear sUdably mounted on each end 
thereof and meshing with the segment-gears, 
said sliding gears and segment-gears having 
one a rib and the other a groove, which en- 
gage to lock the two and prevent relative 
movement longitudinally of the shaft, sub- 
stantially as described. 

4. A wagon-gearing having a.vles mounted 
toswinghorizontally, segment-gearsattached 
to the-axles and extending horizontally to- 
ward each other, a horizontal shaft having a 
;^ear slidably keyed upon each end and mesh- 
ing with the segment-gears, a bracket sup- 
ported from the shaft, and a roUef carried by 
the bracket and engaging the opposite side of 
the segment and maintain ing contact between 
the segment and si idable gears, substantially 
as described. 

5. A wagon-gearing having axles mounted 
to swinghorizontally, segment-gearsattached 
to the axles and extending horizontally to- 
ward each other, a horizontal shaft having a 
gear slidably mounted on each end thereof 
and meshing with the segment -gears, said 
sliding geara and segments having one a rib 
and the other a groove which engage to lock 
the two and prevent relative movement lon- 
gitudinally of the shaft, a bracket supported 
from the shaft, an^ a roller carried thereby 
and engaging -the opposite side of the seg- 
ment and maintaining contact between the 
segment and slidable gears, sutistantially as 
described. 

0. A wagon-gearing having axles mounted 
to swing horizontally, segment-gears attached 
to the axles and extending horizontally to- 
ward each other, a horizontal shaft having a 
gear slidably keyed upon each end and mesh-, 
ing with the segment-gears, and also having 
similar segment-gear, gear-wheel and shaft 
upon the outer side of the axle by which two 
similar wagons may be connected and simnl-: 
taneously controlled, substantially as de- 
scribed. 

7. A wagon-gearing having axles mounted 
to swing horizontaUy,segmeiit-geai'3 attached 
to the axles, and extending horizontally to- 
ward each other, a horizontal shaft having a 
gear slidably keyed upon each end and mesh- 
ing with the segment-gears, a steering-seg- 
ment fixed to one of said axles, a pinion mesh- 
ing therewith, and ahand-wheel connected to 
said pinion,, substantially as described. 

8. A wagon - steering device, comprising 
axles mounted to swiog horizontally, and con- 
nections between adjacent cixlesupon differ- 
ent wagons, comprising segment-gears fixed 
to the axles, longitudinal shafts, gears upon 
each end of said shafts and meshing with the 
segment-gears, and hand -controlled means 
for turning one of said axles, substantially aS; 
described. 

9. A wagon-driving mechanism, comprising 
wheels locked to the axles, each axle having 
a bevel-gear secured thereto and alternately 
upon opposite sides ol the center of the axles, 
a bevel-gear mounted upon a vertical shaft 
and meshing with the axle-gear, said gear be- 
ing double and having a toothed section npon 
each side, a shaft extending lengthwise of 
the wagon between the axles and having 
gears on each end meshing wHh. the gear upon 
the vertical shaft, and means for applying 
power to one of said axles, substantially. as 
described. 

10. A wagon-driving mechanism, compris- 
ing wheels locked to the axlfc3,.each axle hav- 
ing a bevel-gear secureu thereto and alter- 
nately upon opposite sides of the center of 
the axles, a bevel-gear mounted upon a ver- 
tical shaft and meshing with the axle-gear, 
said gear being double and having atoothed 
section upon each side, a yoke pivoted con- 
centric to said vertical shnft, a horizontal 
shaft journaled in oald yoke and having a 
gear-wheel meshing with the gearon the ver- 
tical shaft,horiz6nta! shafts extendinglength- 
wise of the wagons, and universal couplings 
connecting said horizontal shafts^ substan- 
tially as described. 

11. A wagon havingaxles mounted to swing 
horizontally, clutchps upon the axles adapted 
to normally lock each wheel to the axle, a 
reach connecting front and rear axles, and 
connections from the reach to the clutches, 
whereby one wheel is aatomatically discon- 
nected from the axle when turning a curve, 
and connected thereto when the wagon is 
straightened out, substantially as described. 

12. A wagonbavingaxles mounted to swing 



horizontally, clutched upon the axles adapted 
to normally lock each wheel to the axle, means 
connecting the axles to swing them together, 
pivoted levers controlling the clutches, cams 
adapted to engage said levers to disengage 
the clutches, and links connecting said cams 
with the steering mechanism toautomatically 
disengage the inner wheels when turning a 
curve, substantially as described. 

608,517. STEPHEN B. GRAY, Jackson- 
ville, III. Traction-Engine. Filed.Feb. 
S, 1897. Patented Aug 2. 1898. Serial 
No. 622.528. (No model.) 
The present invention relates to traouun- 
engine.s, an example of such type of engine 
beingillustratediu Letters Paten tNo.556,34G, 
granted to ino March 17, ISOi;. 

The present invention has for its object, 
primarily, to provide improved mechanism 
whereby the traction-whoels of the engine 
may be driven, one main feature of the in- 
vention being to provide driving mechanism 
of such character that both the front and rear 
wheels of the engine may be driven in uni- 
.son not only when the engine is traveling in 
straight line, but as well also when the en- 
gine is traversing curves. 

1. In a traction-engine, the combination 
with the front axle of a trunnion -sleeve 
mounted thereon, a pedestal pivotally con- 
nected to said ti'unnion-.sleeveand having an 
inclined annular track, aturn-table pivotally 
3onnected to said pedestal and also having 
Ml inclined annulnr track and conical rolls 
interposed between the turn-table and the 
pedestal, substantially as described. 

2. In a traction-engine, the combination 
with a pairof steering-wheels, of variable in- 
dividual gear mechanism for said wheels and 
whereby said wheels may be caused to rotate 
at different relative speeds, the individual 
gear mechanism for each of said wheels com- 
prising a disk or wheel suitably connected 
with its corresponding steering-wheel and a 
pair of rolls or gears located upon opposite 
faces of said disk or wheel and suitable con- 
nections between said rolls or gears and the 
source of power, substantially as described. 

3. In a traction-engine, the combination 
with a pair of steering-wheels, of variable in- 
dividual gear mechanism for said wheels, the 
gear mechanism for each of said wheels com- 
prising a friction disk or wheel connected with 
its corresponding drive-wheel and a pair of 
frictiondrivc-rollsloeated upon opposite sides 
of said friction disk or wTieel, and suitable 
connectionsbetween the pair of friQtion drive- 
rolls at each side of the macjiine, substanr 
tially as described. 

4-. In a traction-engine, the combination 
with a pairof steering-wheels, one located on 
each side of the engine and connected in a 
manner permitting their plane of rotation to 
be shifted with respect to the engine, of vari- 
able individual gear mechanism for said 
^vheels and whereby said wheels may be 
caused to rotate at different relative speeds, 
said individual gear mechan ism for each of the 
steering-wheels comprising a friction -disk 
suitably connected therewith, friction drive- 
rolls arranged open opposite sidesof said fric- 
tion-disk, shafts whereon said friction drive- 
rolls are longitudinally adjustable and suit- 
able lever mechanism for shifting said fric- 
tion drive-rolls, and suitable connections be- 
tween the shafts of said friction drive-i*olls 
and the source of power, substantially as de- 
scribed. 

5. In a traction -on'gine, the combination 
with the front and re^ir wheels, of dilferen- 
Lially-operative driving mechanism and a 
common source of power whereby both said 
front and rear wheels are driven, said diifer- 
entially-opcrativodriving mechanism serving 
to impart different relative speeds to the pairs 
of front and rear wheels, whereby the pair of 
front wheels may be caused to travel faster 
ilian the corresponding rear wheels, substan- 
tially as described. 

(j. The combination with the front a"d roar 
wheels, of variable geac" mechanism for each 
of said wheels and whereby' the pairof fl'ont 
wheels may be caused to travel faster than 
the corresponding rear wheels and a common 
source of power with which said gear mech- 
anism is suitably connected, substantially as 
described. 

7. The combination with the front and rear 
traction-wheels, of variable gear n^echanisin 
for each of said wlicols, and whereby the pair 
of front wheels may be cniiscd to travel faster 
than the corresponding rear wheels, shifting 
niecliauisni whereby the speed of said gear 
mechanism is varied andacommon .sonrcQof 
power with which said gear mechanism is suit- 
ably connected, substantially as described. 

S. The combination with the front and rear 
traction-wheels, of variable gear mechanism 
for each of said wheels, and whereby the pair 
of front wlieels maybe caused to travel faster . 



664 



TRACTION ENGINES. 



"than the corresponaing rear wheels, shTfting 
moclianism wliereby tUe speed of the gear 
mechanism of the front and rear wheels may 
be dilTerentially varied and a common source 
of power with which said gear mechanism 
is suitably connected, substantially as de- 
scribed. 

0. The combination with front and roar 
traction-wheels, of variable gear mechanism 
for each of said wheels and whor'iby the pair 
of front wheels may bp caused to travel faster 
than the correspondins; rear wlieelscomi)ris- 
iiig wheels or disks and drive gears or rolls 
movable radially with respect to said wheels 
or disks and means for shiftiug said drive 
gears or rolls radially with respect to said 
wheels or disks, substantially as described. 

10. The combination with the front and rear 
traction-wheels, of variable gear mechanism 
for each of said wheels comprising a fric- 
tion-wheel, positively-driven rolls for impart- 
ing movement to each wheel and means for. 
shifting said drive-rolls radiallj' with respect 
to said friction-wheels, substantially as de- 
scribed. 

11. The eombi nation with the frontand rear 
traction-wheels, of variable gear mechanism 
for each of said wheels, comprising wlieels or 
disks and positively-driven gears or rolls for 
imparting movement ^hereto and shifting 
mechanism whereby the speed of the indi 
vidualgearmechanism is varied, said shif tin- 
mechanism comprising suitable rods^nd le- 
vers and a common shaft whereby said rods 
and levers may be simultaneously operated, 
substantially as described. 

12. The combination with the frontand rear 
traction-wheels, of variable gear mechanism 
for each of said wheels, and whereby the pair 
of front wheels may be caused to travel faster 
than the corresponding rear wheels, the gear 
mechanism of the front wheels of the ma- 
chine being suitably geared together, sub- 
stantially as described. 

13. In a traction-engine, the combination 
with the front wheels, of a vertical shaft for 
each of said front wheels and suitably geared 
thereto, a suitable block through which each 
of said vertical shafts passes, a frame con- 
nected with said block and carrying gear- 
pinions, a common source of power and suit- 
able ge^r mechanism connectingsaid pinions 
with the sonrce of power, substantially as de- 
scribed, 

34. In a traction-engine, the combination 
with the front traction- wheels, of individual, 
vertical shafts for each of said wheels, gear 
Inechanism connecting said shafts at their 
lower ends with the tracfcion-w heels, s\iitable 
blocks through which said individual shaft--, 
pass, a shaft extending between said blocks, 
suitable frames pivoted to said blocks and 
through which frames the individual vertical 
shafts pass, suitable gear-pinions can-ied by 
said frame and gear mechanism connecting 
said pinions with the source of power, sub- 
stantially as described. 

15. In a traction-engine the combination 
with the front axle, of sleeves swivelod there- 
on adjacent tlie ends of the axle, individual 
yokes pivoted to said sleeves, said yokes pro- 
vided with bearings, and shafts mounted in 
said bearings and connected by suitable gear 
ing with the traction-wheels, said sleeves al 
lowing for the frontand rearward movemem 
and SEiid yokes allowing for thelateral mpvc 
ment of the parts. 

609,263. BENJAMIN C. VANDU- 
ZEN, Winton Place. Ohio, assignor to tht 
Vanduzcn Gas and Gasoline Engine Com- 
pany. Cincinnati. Ohio. Traction-En- 
gine. Filed Sept. 13, 1894. Patented 
Aug. 16, 18''8. Serial No. 522,898. (No 
model.) 

Certain features of my invention have to 
do with new and valuable mechanism for 
burning the gases derived from gasolene, ben- 
zin, kerosene, or other coal oil3,aud therebj' 
operating an engine. 

Certain other features of my invention 
have to do with the construction of a new en- 
gine, and certain other features of my in- 
vention relate tomechanism wherebythesaid 
engine ib a. valuable traction -motor. 

r. In a traction-engine, having chains for 
guiding the front axle, the drum E" for oper^ 
ating the chains, supported in a bracket E'' 
partially embracing the reaches and being 
connected to a superincumbent jaw, substan- 
tially as and for the purposes specified. 

2. In a traction-engine, having chains for 
guiding the front axle, the drum E'^ for oper- 
ating the chains, supported in a bracket E'' 
partially embracing the reaches, and being 
connected to a superincumbent jaw, and tie- 
rods E" connecting the bracket E" to th*^ rear 
axle-saddle B*, aubstantially as and for the 
purposof specified. 

3. In a traction-engine, having chains for 
- guiding the front axle, the drum E'" for oper- 



ating the cnains, supported in a bracket E^' 
partially embracing the reaches, and being 
connected toaknperincumbeut jaw,pi'Ovided 
with worm-wheei E'** and also carrying the 
journai-bearingd E-', E", worm E*\ on the 
shaft E-\ journaled in the beariugs E^ and 

E^, substantially as and for the purposes 
specified, 

4. In a traction"np'ine, having chains for 
guiding tho front axle, the druui E"^ for oper- 
ating the chains, supported in n bracket E'* 
partially embraninsr the reaches, and being 
connected to a supeimcuinbent jaw, and the 
bracket W^ clamped to the reaches, and car- 
rying and pivotally holdiig one end of the 
oscillating reaches I'i^-', itud front axle to which 
are attached the chains E'^, and the king-boll 
holding the forward end of the oscillating 
reach, substantially as and for the purposes 
specified. 

5. In a traction-engine, the rear axle and 
the saddle B^ provided with the vertical flangf 
I^-arranged to lie against one side of the axle, 
and the vertical bolts B^ and the eyeboltsB^ 
respectively embracing the other side of the 
axle and the bottom thereof, substantially as 
and for the purposes specified. 

G. In a traction-engine, the rear axle pro- 
vided with the saddle supporting and con- 
nected to the journal-bearings B^ the saddle 
being provided with the downwardly-extend- 
ing flange B^ to which are secured the ban 
B'^of the platform, the bars being supportec) 
at rear by the diagonal brace B'^ connected tc 
the platform at one end and to the journal B' 
on the other, substantially as and for the pur 
poses specified. 

7. In a traction-engine, the rear axle pro- 
vided with the paddle supporting and con- 
nected to the journal-bearings B^, the saddle 
being provided with the downtrardly-extend- 
ing flange B', to v/hi^h are attached below the 
axle, bars B^^ of the platform, these bars be- 
ing connected together by the brace B'^ and 
receiving support at the rear by the braces 
B^'* respectively connected to the brace B^^ of 
the journal-bearings B^, substantially as and 
for the purposes specified. 

8. In combination with the rear axle and 
saddle B^ provided with the flange B^ extend- 
ing down at the side of the axle, the draw-bar 
D supported at one end in said flange and at 
the other in the bracke*: D^ supported by the 
platform, substantially as and for the pur- 
poses specified. 

9. In a traction - engine, the supporting- 
frame consisting of reaches between the front 
and rear axles, said reaches being made of 
piping, forming a conduit for the passage of 
water through the same for the purposes sub- 
stantially as specified, and the front cross 
head or head-block B^, provided with sleeves 
B^' shrunk upon the piping and tho king-bolt 
B^ connected thereto and to the saddle B^ on 
the front axle, substantially as and for the 
purposes speeitied. 

10. In a traction-engine, the supporting- 
frame consisting of reaches {between the front 
and rear axles) made of piping, and forming 
a conduit for the passage of water through 
the same for the purposes substantially as 
specified, and the Xront cross head or head- 
block B^, provided with sleeves B^* shrunk, 
upon the piping, and the king-bolt B'^ con- 
nected thereto and to tho saddle B^^ on the 
front axle, the saddle B" having vertical 
flange B^^ and a central enlargement for the 
passage of the king-bolt, the king-bolt receiv- 
ing the oscillating reach B'^^ whose rear end 
la pivoted to a portion of the frame at the rear, 
substantially as and for the purposes speci- 
fied. 

11. In a traction-engine, the combination 
of the parallel conduits A^, A^, and the cyl- 
inder-engine bed, set directly on the conduits, 
and partly embracing the same, aud clamped 
thereto, substantially as and for the purposes 
specified. 

12. In a Iraction-eugiue, the rear axle B, 
saddle B', mounted thereon, and a support- 
ing-frame, comprising the cylindrical reaches 
or perches of the vehicle, and sleeves B^ re- 
spectively shrunk on the adjacent perches, 
and rigidly secured to the saddle B^ substan- 
tially as aud for the purposes specified. 

13. In a traction-engine, the rear axle B, 
saddle B* mounted thereon, and a support- 
ing-frame, comprising the cylindrical reaches 
or perches of the vehicle, and sleeves B'^ re- 
spectively shrunk on the adjacent perches, 
aud rigidly secured to the saddle B'*, and the 
front cross-head B^. and sleeves B'^' shrunk 
upon the reaches or perches, and the king- 
bolt B^^ connected thereto and to tho saddle 
B^ on the front axle, substantially as and for 
the purposes specified. 

14. In a traction-engine, the combination 
of tho reaches formiug the sides 0^ the frame, 
the bracket B^ coiisisting of tho lower portion 
B^\ holding the idlers E" and the lower half 
of the clamp B^", partially embracing the 



reaches, and the lower portion of theen^ioft- 
bed resting upon said readies and partially 
embracing the same, and forming -the oppo- 
site jaw of the clamp, and clamped by bolts 
B", and the oscillating reach-brace B^, se- 
cured at one end to the clamp B*^, and at the 
other end to the king-bolt, substantially as 
and for the purposes specified. 

15. The clamp-b'ackeli B^, secured to tha 
supporting-reaches, and carryingidle-pulleys 
E", as abutments for guiding the chains E^ 
to the drum E'^ and partially holding one 
end of the oscillating reach B^^ substantially 
as and for the purposes specified. 

16. In combination with the rear axle and 
saddle B^ provided with the flange B^ extend- 
ing down at the side of the axle, the draw- 
bar D supported at one end in said flange 
and at the other in the bracket D^ supported 
by the platform, the said draw-bar being pro- 
vided with means for making it elastically 
yield in the direction of its length within' 
limits, namely, spring D* surrounding the 
draw-bar D and compressible between the 
flange B^ and the enlarged head preferably 
consisting of the washer D^ and the nut D% 
substantially as and for the purposes speci- 
.fied. 

17. In combination wilu me rear axle and 
saddle B* provided with the flange B^ extend- 
ing down at the side of the axle, the draw- 
bar D supported at one end in said flange 
and at the other in the bracket D^ supported 
by thej>latform, the said draw-bar being pro- 
vided with means for making it elastically 
yield in the direction of its length within lim- 
it-?, namely spring O* surrouudiug, by the 
casing r>^, the draw-bar D and compressible 
between the flange B= and the enlarged head 
preferably consisting of the washer D' and 
the nut D^, the spring being surrounded by 
the tube D^, substantially as and for I.he pur- 
poses specified. 

18. In a traction-engine whose supporting- 
frame consists of piping A^ forming the 
reaches of tho gear, tho elamp-braokete B^ 
secured to the piping substantially as de.^ 
scribed, and carrying the idle-pulleys E'.*,^ 
substantially as and for the purposes speci- 
fied. 

19. In a traction-engine, the corabinatiao of 
the piping forming the reaches between, the 
axles, the sleeve surrounding the conduit and 
the head-block connected to the said sleeve, 
saddleoraxle, lang-bolt connectingsaid sad- 
dle and head-block and also receiving the for- 
ward end of the oscillating reach B^^, and the 
brackot-olamp B*' at rear, connected to the 
piping and holding the pivot E" upon which 
the rear end of the said oscillating brace os- 
cillates, substantially as and for the purposes 
specified. 

20. The combination of the piping A form- 
ing the reaches of a' traction-engine, the 
bracket B^^ consisting of the lower portion 
B^ holding tho idlers E^* and the lower half 
of the clamp B^ partially embracing the pip- 
ing A^ A^, and the lower portion of the en- 
gine-bed resting upon said piping and par- 
tially embracing the same and forming the 
opposite jaw or complementary portion of the 
clamp and being connected to the opposite 
portion of the clamp by bolts B", substan- 
tially as and for the purposes specified. 

21. In a traction-engine, the piping A', A", 
forming a part of a conduit for the flow of 
water for cooling the engine, the lower ,iaT7 
.E^" of the clamp whose npper jaw or comple- 
mentary portion is the engine-bed, each jaw 
partially embracing the piping, the jaws be- 
ing connected together by bolts, and the low 
jaw carrying the bolt or projection B^ form- 
ing the pivot of the rear end of the oscillat- 
ing brace, substantially as and for the pur- 
poses specified. 

22. In a traction-engine having the con- 
duit-piping as a supporting-frame between 
Uie rear axle and the front head-block, the 
chains E'* connected to the front axle and 
jjuiding against deflecling-abutments as E" 
and wound in opposite directions around the 
drum E"^, the drum being supported in a 
bmcket E'^, partly embracing the piping, and 
being connected to the complementary por- 
tion or opposing clamp, resting on the piping. 
jubstanMally as and for the purposes speci- 
fied. 

. 23. In a traction-engine having the con- 
duit-piping as a supporting-frame between 
the rear axle and the front head-block, the 
chains connected to the front axle and guid- 
ing against deflecting-abntments as E" and 
wound in opposite directions around thedrum 
E", thedrum being supported in a bracket 
E'', partly embracing tho piping, aud being 
connected to the complemcDtary portion or 
opposingclamp, forming the engine-bed, sub- 
stantially as and for the purposes specified. 
24_. In a traction-engine, where the main 
portion of tho frame constitutes a conduit- 
pipe for the purposes specified, the bracket 



TRACTION ENGINES. 



665 



E'^ fastened to the piping and provided with 
the joiirnal-boaring:s E^* and the drum and 
worm-wheel E^and worm E-', the said bracket 
also beinjr provided with the jonrnal-bear- 
ings E", E", in wltjchthe jonrnalsof the said 
worm revolve, shaft E" of said worm, the 
shaft being further provided with the jour- 
nal-bearing E" connected to the frame of the 
inachine, and the band-wheel E^, substan- 
tially as and for the purposes specified. 

25. The combination of the bracliet-clamp 
E'^, clamped to the frame A^ A^ of the ma- 
chine, and the rear axle, saddle B* secured 
to the axle, having downwardly- extending 
flange B', the said bracket being connected 
to the machine by tie-rods E'^ the bracket 
carrying the drum E'^ provided with a con- 
centric worm E**" and also carrying the jour- 
nal-bearings E", E=*, worm E^' on shaft E^^' 
revolving at its lower end in the said journals 
E'^ and revolvingin its upperend in the jour- 
nal E^, support E^" of the journals E" con- 
nected to the siiddle B^ substantially as and 
for the purposes specified. 

2G. In a traction-engine having front axle, 
capable of being turned on a pivot connected 
to the frame of the machine, and chains con- 
nected respectively to the outer or end por- 
tions of the axle and' converging rearwardly 
agaiust the deflecting-abutments, and con- 
nected with means for drawing in one chain 
and loosening the other simultaneously, the 
spring being suitably connected with thebolt 
E* having semispherioal bearing E'^ rotating 
against the curved bearings in the saddle or 
projection, the recess in said saddle through 
which the bolt passes being enlarged rear- 
wardly, substantially as and for the purposes 
specified. 

27. In a traction-engine having front axle, 
capable of being turned on a pivot connected 
to the frame of the machine, and chains con- 
nected respectively to the outer or end por 
tions of the axle and converging rearwardly 
against the deflecting-abutments, and con- 
nected with means for drawing in one chain 
and loosening the- other simultaneously, the 
spring being suitably connected with the bolt 
E^ having buttons or semispherical bearing 
E" rotating against the curved Hearings in 

the axle saddle or projection, the recess in 
said saddle through which the bolt passes be- 
ing enlarged rearwardly, the bolt E^ being 
provided with the head E^ and the cylinder 
E', the said head lying within the cylinder E' 
and against the head E* of the latter, and the 
spring E" within the cylinder, and held in 
place by the cap E^ and the draw-bolt E^ whose 
head E^ is within the cylinder and against 
that end of the spring which is opposite to 
the one which bears against the cap E', the 
bolt E^ passing through the cap being pro- 
vided with the hook E^'^ for connection with 
the chain, substantially as and for the pur- 
poses specified. 

23. In a traction-engine having front axle, 
capable of being turned on a pivot, connected 
to the frame of the machine, and chains con 
nected respectively to the outer or end por- 
tions of the axle and converging rearwardly 
against the deflecting-abntments, and con- 
nected with means for drawing in one chain 
and loosening the other simqltaneously, the 
spring being suitably connected with the bolt 
E- having semispherical bearing E" rotftting 
against the curved bearings in the axle sad- 
dle or projection, substantially as and for the 
purposes specified. 

29. In a traction-engine having front axle, 
Ciipable of being turned on a pivot connected 
to the frame of the machine, and chains con- 
nected respectively to the outer or end por- 
tions of the axle and converging rearwardly 
against the deflecting-abutments, and con- 
uocted with means for drawing in pne chain 
and loosening the other simultaneously, the 
spring being suitably connected with the bolt 
h? having semispherical bearing E'^ rotating 
against tlie cnrved bearings in the a^le sad- 
dle or proj'ection, the recess in said saddle 
i.hrough which the bolt passes being enlarged 
rearwardl.v, substantially as and foi* the pur- 
poses specified. 

30. In a traction-engine, the frame for sup- 
porting tho machine and constituting the 
reaches between the front head or cross block 
and the rear axle, consisting of piping A^A^, 
forming the conduit, the piping at one end 
of the machine being connected by the ccm- 
duit A^ aud the other end of the machine, 
one of the pipes A'* being connected with the 
pipe A^ connected in turn to the space be- 
tween the jacket of the engine and. the cyl- 
inder thereof, the adjacent end of the other 
pipe being connected by the auxiliary pipe A* 
to the pump, substantially as and for the pur- 
poses specified. 

31. In an engine, the crank or driving shaft 
F carrying the expander F^ fixed thereon, the 
©xpandet" having the opening F'-' in its outer 

.iwrtion, ahd the friction-shell F^ surrounding 



the expander and connected to the driving- 
gear F*, the shell and gear mounted loosely 
on the shaft, and the beveled expander-key F* 
and expander-lever F' arranged to be moved 
outwai-dly from the shaft by key F^ and still 
jfarther separate the portions of the expander 
opposing each other at the slit or opening F^ 
thereby increasing the diameter of the ex- 
pander, snbstnntially as and forthe purposes 
specified. 

32. In an engine, the crank ordriviugshaft 
F, the driving-gear F* provided wilh the shell 
F^ turning loosely on the shaft, and an ex- 
pander F^ fixed to the shaft and provided with 
a lever pivoted substantially at F^ in connec- 
tion with the slot F' of the expander for en- 
abling the movements of the lever to increase 
the size of the expander, the free end of the 
lever carrying the adjustable set-screw F'" 
and expander-key F" in contact with the set- 
screw and reciprocating under and in contact 
with the set-screw, and means for reciprocat- 
ing the key, substantially as and for the pur- 
poses specified. 

33. In an engine, thecrank ordrivingsliaft 
F, the driving-gear F'' provided with the shell 
F^ turning loosely on the shell, and an ex- 
pander F* fixed to the shaftand provided with 
a lever pivoted at F^ and in connection with 
the slot F^ of the expander for enabling the 
movements of the lever to increase the size 
of the expander, the free end of the lever car- 
rying the adjustable set-screw F'^ and ex- 
pander-key F" in contact with the set-screw, 
and sliding in the groove F^ in the shaft 
and means for reciprocating the expander- 
key, substantially as and for the purposes 
specified. 

34. In an engine, the crankor driving shaft 
F, the di'iving-gear F^ provided with the shell 
F^ turning loosely on tlie shaft, and an ex- 
pander F^ fixed to the shaft and provided with 
a lever pivoted substantially at F^, in connec- 
tion vrith the slot F^ of the expander for en- 
abling the movements of the lever to increase 
the size of the expander, the free end of the 
lever carrying the adjustable set-screw F'" 
and expander-key F'^ in contact with the set- 
screw, and sliding in the groove F" in the 
shaft, and means for reciprocating the ex- 
pander-key, and the shifter-sleeve F^ pro- 
vided with abutments F''^ and the forked le- 
ver F'^ operating between said abutments 
and pivoted at F" to the bracket F'^ con- 
nected at F" to the engine, substantially as 
and for the purposes specified. 

35. In an engine, the combination of the 
driving-shaft V and driving-gear F*, pinions 
G and G^ meshing with the spur-wheel G^ 
mounted on the clutch-gear shaft G', the said 
pinions and gear being located in the frame 
G^ G^ oscillating on the said shaft G', and the 
nut G* located in said frame, and the screw 
G^ passing through and engaging the nut G' 
and jonrnaled in the bracket G", substan- 
tially as and for the purposes specified- ' 

36. In an engine, the combination of the 
driving-shaft F and driving-gear F*, pinions 
G and G^ meshing with the spur-wheel G' 
mounted oii the clutch-gear shaft G*, the said 
pinions and gear being located in the frame 
6.^ G', the said frame oscillating on the said 
shaft G*, and the nut G* located in said frame, 

and the screw G^ passing through and engag- 
ing the nut G" and jonrnaled in the bracket 
G'^ set-screw rod being provided with the 
collar G", provided with the notch G'° and 
the lever G'" pivoted at G" having the latch 
G'^for engaging said notch G'^, and tailpiece 
G**, and having the elastic spring-set G-' hav- 
ing a point provided with two beveled sides 
engaging the point G^^orf the bracket, which 
latter point also has two beveled sides, screw- 
shaft haviug nut or detent G'' preventing it 
from riding out of the bracket G'^ substan- 
tially as and for the purposes specified. 

37. In combination with the oscillating 
frame G', G', pivoted on a shaft G*, the spur- 
gear G^ and pinions G^ and driving-gear F* 
mounted on its separate shaft, the screw G' 
working in the notch G^ in one portion of the 
oscillating frame G^, G', and mechanism for 
preventing the rotation of the rod except by 
human agency, to wit: lever G""', pivoted at 
G^^, and having latch G'^ for engaging the 
notch G'* of the ^ore w and tailpiece G^, spring- 
set G" pressed down by means of the spring 
G" located in the chamber G^^ of the lever 
and the spring-set being provided with the 
nut or detent G^and at its free or operating 
end being provided alternately with two bev- 
els for engagement with two bevels on the 
latch-point of the bracket G", substantially 
as and for the purposes specified. 

38. In combiuatiou with tbq oscillatory 
frame G^ G'*, carrying, the gears lu combina 
tion with the driving-gear, the screw G^ ar- 
ranged for oscillating the frame G^and pass- 
ing through the bracket G^^ and provided 
above the bracket with collar G" and below , 

.the bracket with thenutor detent G'^the- 



passage through the bracket being enlarged- 
from the cenfev in both directions to allow 
the necessary oscillation' of the groove as the 
frame G^ G', oscillates, substantinllyas and 
for the purposes specified. 

30. In combination, the driving-wheels, a 
shaft I for operating one of said driving- 
wheels, and a sleeve P for operating the other 
of said wheels, the sliaft being received into 
said sleeve, and the eye P located in the re- 
cess P of said sleeve, and surrounding the 
shaft I, the eye having a bolt P, and a capP 
over recess I', the bolt P passing through the 
cap and nut P thereof, substantially as and 
for the purposes specified. 

40. In the mechanism for enabling the driv- 
ing-wheels to rotate the one faster than the 
other, while both are positively driven, the 
combination of the driving-wheels shaft I 
supported near one end in journal-bearings 
B^and pinion P' fixed on said shaft I and in- 
ternal gear B D ou the adjacent driving- 
wheel B'^, sleeve P loosely receiving the other 
end of the shaft and journaled in a bearing 
as B', a pinion P fixed on said sleeve and en- 
gaging internal gear B D, and said internal 
gear located on the adjacent driving-wheel 
B^', a driving-wheel positively driven by the 
engine and engaging a pinion I"* or I'^ s.aid 
pinion being loosely jonrnaled on shaft I, and 
beveled pinions I'^ on opposite sides of hub 
of pinion I'" revolving loosely on shaft I, and 
the adjacent beveled gear 1' and I"' respec- 
tively engaging said pinion I'^ on opposite 
sides thereof, one of these beveled gears be- 
ing fixed to the shaft I and the other to the 
sleeve P, the sleeve P having a recess V, an 
eye P surrounding the shaft, and a bolt P 
connected to the eye and means for drawing 
the eye against the shaft I, substantially as 
and for the purposes specified. 

41. In the mechanism for stopping the ma- 
chine, the brake-wheel K, fixed on shaft I, 
operating thedriving-wheelsB'^through suit- 
able intermediate mechanism, and the brake- 
band K'', K^ attached at one end to the frame 
of the machine and at the other end at IC to 
the nut K'\ nut K''', and screw-sleeve K'", and 
screw-rod K'^ screwing through the nut K", 
secured in the sleeve by the collai's K", sub- 
stantially as and for the purposes specified. 

42. In the mechanism for stopping the ma- 
chine, the brake-wheel K, fixed on shaft I, 
operating the driving-wheels B", through in- 
termediate mechanism, and the brake-band 
K', K^, attached at one end to the frame of 
the machine and at the other end at K' to the 
nut K'^ nut K", and screw-sleeve K'^ and 
screw-rod K'^ screwing through the nut K*^ 
secured in the sleeve by the adjustable col- 
lars K", substantially as and for the purposes 
specified. 

43. In the mechanism for stopping the ma- 
chine, the brake-wheel K, fixed ou shaft I, 
operating the driving-wheels B'^, through in- 
termediate mechanism, and the brake-band 
K^ K^, attached at one end to the flange B^ 
of the axle-cap, and at the other end at K' to 
the nut K'^ nut K'\ and screw-sleeve K'*^, and 
screw-rod K''^ screwing through the nut K", 
secured in the sleeve by the collars K^'^, sub- 
=*tantially as and for the purposes specified. 

44. The combination of the shaft M and the 
pulley iP, friction -shell connected to gear- 
wheel meshing with gear on the crank-shaft 
F and an expander and expander-key fixed to 
shaft M, and device for shifting the expander- 
key, substantially as. and for the purposes 
^pecifibd. - 

45. In combination wtth the piping A^ A^ 
A^and A*, the caps P^,P^, on said piping A^,A^, 
and the bufferP, whose ends are connected to 
the said caps, substantially as and for the 
purposes specified. 

40. In combination with the piping A^ A", 
A^and A^ the capsP^P^ on said piping A^A^ 
and the buffer P, whose ends are connected to 
the said caps, and whose center is provided 
with the concave piece P^ centrally located 
therein, the buffer being of a box shape, sub- 
stantially as and for the purposes specified. 

611, (66. ROBERT J. ZER'BAN, JR, 

Belleville, III.- Traction-Engine. Filed 

Apr. 27, 1898. . Patented Sept. 20, 1898. 

Serial No. 679,023. (No model.) 

The obj'ect of the invention is to provide a 

new and improved traction-engine -arranged 

in such a manner that the principal weight— 

the boiler— hangs in springs, the driving-gear 

is in proper mesh at all times, and friction of 

the various parts is reduced to a minimum. _ 

1. A traction-engine, provided with a boiler, 
an axk'-frame approximately U-shaped, and 
falcrumHd atits middle portion on the boiler, 
and carrying at its ends'alined spindles for 
the traction or rear wheels, and springs in- 
terposed between the boiler and the frame at 
the spindles, substantially as shown and de- 
scribed. 

2. Atrfl.clion-eugine, provided with a boiler. 



666 



TRACTION ENGINES 



an axle-frame approximatelj' U-alxaped, and 
tulcrumed at its middle portion on the boiler, 
' and carrying at its ends alined spindles for 
the traction or rear wheels, springs interposed 
between the boiler and the frame at the spih- 
dles, a counter-shaft carried by the pivot 
portion of said axlo-frarae,iaternieshiDggear9 
upon the counter-shaft and traction-wheels 
and connections trom the counter-shaft to the 
engine, sabstantially asshown and described. 

3, The combination of an axle, comprising 
a twc-part sleeve having a vertical and lon- 
gitudinal slot therein, means for clamping 
the two parts together, and wheel-journals 
held within the ends of the sleeve, with «,■ 
king-bolt entering the slot, and a plate sur- 
rounding the king-bolt and having central 
ribs engaging the upper surface of thesleeve, 
substantially as shown and described. 

4. Atraction-eogine, provided with aboiler 
candying a king-bolt, a sleeve carried by the 
front axle, a king-bolt plate on the king-bolt, 
and seated to rock on the bearing of said 
sleeve, and a spring on the king-boltand in- 
terposed between the bolt and the king-bolt 
casting,substantially as shown and described. 

611,635. WILBUR S. KELLEY, Ayr, 
Nebr. Traction-Engine Tender. Filed 
Jan. 26, 1898. Patented Oct. 4, 1898. Se- 
rial No. 658,091. (No. mnHBl. 1 
This invention relates to improvements in 
traction-engine tenders; and the object there- 
of is to provide an easy-running tender which 
is simple and light in constrnotion. 

A further object is to provide an improved 
coupling for attaching the tender to the en- 
gine which will permit a vertical movement 
of said tender or of either side thereof inde- 
pendent of the engine, as well as a lateral 
movement, so that said tender can travel 
over ditches, furrows, and ridges and can also 
be turned in either direction. 

With the above objects in view the inven- 
tion consists of the body having a reservoir 
for the storage of water and a receptacle for 
the fuel and ball-bearing casters supporting 
said body adjacent to its center. 

The invention also consists in a coupling 
comprising two members pivoted together to 
swingverticall}', oneof saidmembers pivoted 
to the engine to move laterally and the other 
member having a rotatable connection with 
the tender and provided with ball-bearings 
whereby an easy movement of the tender 
thereon is effected. 

1. Inatenderfortraction-engines,the com- 
bination of the body, vertical shafts mounted 
on each side thereof, caster-brackets and cas- 
ters carried by the lower ends of said shafts, 
and ball-bearings for the upper and lower 
ends of said shafts, substantiallyas set forth. 

2. In a tenderf or traction-engines, the com- 
bination of the body, brackets carried thereby 
on each side and adjacent the upper and lower 
ends thereof, the upper brackets having cups 
formed in their upper surfaces and thelowei 
brackets havicg cups formed in their lower 
surfaces, vertical shafts mounted in said 
brackets, caster-brackets and casters carried 
by the lower ends of said shafts, cones carriec 
by the shafts at their lower ends and adapted 
to engage the cups of the lower brackets, ad- 
justable cones on the upper ends of the shafts 
and engaging the cups of the upper brackets, 
and antifriction-balls arranged in said cups 
and engaged by the cone, substantiallv as set 
forth. 

3. The combination with a traction-engine 
and tendcr,of a coupling comprising two mem- 
bers pivoted together vortically, one of said 
members being rotatably secured to the ten 
der and the other member pivoted to the en- 
gine to swing laterally, substantially as set 
forth. 

4. The combination with a traction-ejigine 
and tender, of a coupler comprising two mem- 
bers pivoted together vertically, one of said 
members being pivoted to the engine to swing 
laterally, and the other member rotatably 
mounted upon the tender, and ball-bearings 
for said rotatable member, substantially as 
set forth. 

5. In a traetion-eugino and teudcr, the com 
bination of a box carried by the tender havin 
a cup formed therein, a coupler composed oj 
two members pivoted together vertically, one 
of said momber.s pivoted to the engine and 
adapted to swing latoj-ally, and the other 
member provided with a stem which engages 
the box, an adjustable cone arranged on said 
stem and engaging the cup of the box, and 
antifriction-balls arranged in said cup, sub- 
stantially as set forth. 

G. The combination with a tractiou-enginr 
and tender, of a coupling therefor comprisinj 
two members, one of said members compris 
ing a stem whicli is rotatably mounted upci 
the tender and formed atone cndwithaheac 
provided with a plurality of \ertical slots, th( 
other member comprising a. ])lato which it 



pivoted to the engine and having a plurality 
of ears projecting therefrom which are adapt- 
ed to extend in the vertical slots of the head 
of the other member, and a pivotal pin ex- 
tending through the head and ears and piv- 
otally connecting the two members, substan- 
tially as set forth. 

7. The combination with a traction-engine 
and tender, of a coupling therefor compris- 
ing two membeis, one of said members con- 
sisting of a bifurcated plate which is adapted 
to be pivoted to the engine to swing laterally, 
and provided with a plurality of ears project- 
ing therefrom, the other member liavinc " 
steni which is rotatably mounted upon the 
tender and provided with ball-bearings, said 
stem carrying a head, which is proWded with 
a pluiality of vertical slots to receive the ears 
of the other member, and a pivotal pin ex- 
tending through said head and ears and piv- 
otingthetwo members together, substantially 
as.set forth. 

611,711. CHARLES L. SCHULTZ and 
ROBERT A. SCHULTZ, Chicago, 111. 
Traction-Engine. Filed Mar. 8, 1897. 
Patented Oct. 4, 1898. Serial No. 626,530. 
(No model. ^ 

The objects of ou r in vontion are to provide 
a traction-engine which maybe used and op- 
erated by means of a gasolene-engine in the 
same manner as steam traction-engines are 
now used to operate grain-threshing machines, 
wood-sawing machines, feed-grinders, feed- 
cutters, or for other agricultural purposes. 

Heretofore the use of gasolene traction-en 
gines for the above purposes has been deemed 
impracticable, for the reason that with gaso- 
lene-engines the reverse movement could not 
be obtained. _ Oar invention is intended tc 
obviate this difficulty; thereby saving time 
and labor and providinggreator security from 
fires and better facilities for moving from 
place to place. 

1. In a traction-engine, the combination, 
with a two-part driving-shaft, the abutting 
ends of which are provided with facing bevel- 
wheels, of a wheel journaled upon the ends 
of the shaft between said facing wheels, the 
rim of which is provided with two facing 
bevels at a slight distance apart, a series of 
pinions journaled between the hub and the 
rim of said wheel, each of which engages with 
both of the facing bevel-wheels, a tumbling- 
rcd, a shiftable bearing for one end of the 
same adjacent to said double-bevel wheel, a 
pinion upon the end of said rod adapted to 
engage with either of said bevels upon the 
wheel, a lever for shifting said bearing, and 
means for imparting motion to said rod from 
a motor having but one direction, substan- 
tially as set forth. 

2. In a traction-engine, the combination, 
with a gasolene power-generator, of a shaft 
provided with a fly-wheel, a pulley upon each 
end of said shaft, a clutch for each pulley, a 
bevel-wheel loosely mounted upon the shaft 
and connected with one of the clutches, a 
lever for operating each clutch, a tumbling-rod 
having a pinion. npoa each end, one of which 
is adapted to be engaged by the bevel-wheel 
upon the shaft and the other one is adapted 
to be moved laterally, a driving-shaft for the 
engine provided with a compensating gear, 
said gear being provided with a double bevel, 
each of which is adapted to be engaged by 
' he shiftable piii'on, and a lever for shifting 

he tnmbling-rod, substantially as set forth. 

614.,918. ALBERT F. WITTENMYER, 

Ertiisoii, Ind. Traction-Engine. Filed 
Mir. 8, 1898. Patented Nov. 29, I89s. 
Serial No. 673, 1 -"i. (No. model.) 
My invention has relation to improvements 
In traction-engines; and the object is to sim- 
plify and improve the construction and in- 
crease the efficiency of the device. 

1. The combination in a traction-engine, of 
the boiler, provided at its forward end with 
a spherical boaring-socket IS, the shoe 24 
lixed to said boiler and haviug a transverse 
slot 23, the vortical yoke 17' formed at its up- 
per end with a spherical journal 11 and at 
its lower end with a central stud 21, the axle 
journaled in .■^^^id yoke, the carrying-wheels 
3 and 4, and means for propelling said wheels, 
as and for th^ purpose set forth. 

2. The combination in a ti'aotion-cngino, of 
the boiler, the shoo 24 fixed thoi'eto, tiieyoke 
17' mounted on si'id boiler and shoe, the axle 
'I journaled in said yoke, the pinion ].") fixed 
on said axle, the iiiai.i driving-shaft 3(j and 
the female gear-wheel 3.5 fixed ou the shaft 
30, and meshiug with said pinion on the front 
axle, substantially as hown and described. 

616,257. AARON H. REBER, Straws- 
town. Pa. Steering Mechanism fo. 
Traction-Engines. Filed June 1.5, 1898. 



1. The combination with the frame and the 
centrally-pivoted front axle, of aeteering-gear 
comprising the shaft G, with toothed arm or 
wheel g fastened thereto, the fixed concentric 
quadrant N, the hand-lever K pivoted to said 
shaft and provided with separate latches G' 
and N' engaging said toothed arm and quad- 
rant respectively, and connecting mechanism 
between said shaft and axle, whereby the lat-. 
ter may be moved and locked at varying an- 
gles substantially as described. 

.2. The combination with the frame and the 
centrally-pivoted front axle and rigidly-fixed 
rear axle, of the independently-pivoted levers 
D and E with interraeshing gears d' e', yield- 
ing connections F F' to the front axle, an op- 
erating-.shaft G with hand-lever mechanism 
for operating the same, an intermediately- 
pivoted operating -lever II, and adjustable 
connections between said levei* II and the op- 
erating-shaft G and lever E respectively, sub- 
stantially as described. 

618,037. VINCENT JOHNSON, 
Aspen, Colo. Snow or Ice Velocipede. 

Mled Mar. 7, 1898. Patented Jan. 17, 
1899. Serial No. 672,966. (No model.) 
Myinventionrelatestoimprovoments in ve- 
locipedes especially adapted for use on snow 
and ice; and to this end the invention con- 
sists of the features, arrangements, and com- 
binations hereinafter described and claimed, 
all of which will be fully understood by refer- 
ence to the accompanying drawings, in which 
is illustrated an embodiment thereof. 

1. A machine of the character described 
ooinpiising a body, ashaffjournaled thereon, 
traction-wheels fast on the shaft, V-shaped 
tires applied to the fellies of said wheels, said 
tires being transversely recessed and aper- 
tured to register with apertures in the fellies 
of the wheels and sprockets seated in the re- 
cesses of the tiresand having threaded shanks 
passing through the registering apertures gf 
the tires and fellies, the sprockets being fas- 
tened by nuts appli^d to their protruding 
threaded extremities, and a steering-wheel 
having a V-shaped tiro upon which the front 
end of the machine is supported. 

2. A traction-wheel having a V-shaped ti re 
provided with recesses and sprockets seated 
in said recesses and fastened to the wiieels, 
said sprockets being beveled to form edges 
extending transversely to the apex of the 
tire. ;. 

3. A traction-wheel having a V-shaped tire 
provided with sprockets projecting beyond 
the apex of the tire and beveled to form edges 
extending transversely to the tire-apex. 

618,525. HENRY VESSEY, Jamestown. 
N. D. Portable-Engine Truck. File4 
Aug. 8, 1898. Patented Jan. 31, 1801). 
Serial No. 688.143. (No model. 1 
My invention relates especially to farm ma- 
chinery ; and it consists in the construction of 
atruckfortransportinggas,gasolene,orsteain 
engines used for threshing-machines from 
one farm to another or from one portion of a 
farm to another portion, which, among other 
advantages, is adapted to be turned around 
within a smaller area than those at present 
in use and to be shifted laterally to bring the 
band-wheel of the engine mounted thereon in 
line with the band-wheel of its accompanying 
separator, (the threshing-machine,) as will 
Jiereinaf ter be described. 

1. In -a truck the combination of the side 
bars, theend rails affixed there to,one of which 
projects laterally therefrom; the tie-beam se- 
cured to and laterally projecting from the said 
sido bars; diagonal braces, extending from 
said side bars to the said projecting end rail 
and tie-beam; and the shifting mechanism, 
substantially as shown and described. 

2. In a truck the shifting mechanisnr E, 
consisting of the slotted hole, a vertical shaft 
extending upward therethrough; a pinion ro- 
tating upon said shaft; a lever affixed to said 
pinion, and a rack, the teeth of which engage 
those of the said pinion, whereby when the 
said lever is swung around, the said pinion 
will travel along the said rack, as described 
and for the purposes specified. 

620,030. JOHN McFARION HAMIL- 
TON, Davis City, Iowa. Traction- 
Engine. Filed Sept. 8, 1898. Patented 
Feb. 21. 1899 Serial No. 6«0,.=i2(). (No 
model. ) 

This invention relates to traction-engines; 
and it consists of the construction and al^? 
langement and combination of the sex-^ral 
parts, which will be more fully hereinafter de- 
scribed and claimed. 

The object of the invention is to Jocate a 
part of the pulling action of a tr.action-6ngipe' 
at the front and more nearly distribute anil 
equalize the ctrain, wear, and tear on such de- 
vices over a greater area and facilitate an e.x- 



TRACTION ENGINES. 



667 



peditions transportation of the engine itself, 
as well as machinery moved thereby, from 
one place to another and at the same time 
maintain a necessary sensitive stoeriri{^ qoali- 
lication without in the least defeating the in- 
tent and purpose of tho propelling effort or 
injuring the driving and interposed mechan- 
isms. 

1. In a traction-engine, UiBCuoitiiuaLioo of 
front and rear driving-axles, the front axle 
being in separate parts and the inner ends 
thereof spaced apart from each other, stub- 
axles pivotally connected to the outer ends 
of the said front axle by kunclcles consisting 
of arms at right angles to each other and at- 
tached to the opposite parts and to ihe inner 
portions of transvei-se rings, two-part pivot- 
ally -connected shields over the knuckles, 
converging levers extending roarwardly from 
the outer surfaces of the ouh.^r members of 
the knuckles, .' steering-bar having its oppo- 
site ends connected to the rear ends of said 
levers and provided with a rack, compensat- 
ing gearing in part connected to and inter- 
posed between the inner ends of said front 
axle, means forj^perating said geariug from 
ihe rear, and mechanism for operating the 
said steering Oar. 

2. In a traction-engine, the combination of 
front and rear driving-axles, the front axle 
being in two separate parts, a compensating 
gearing interposed between the inner ends of 
said two-part front axle, sleeves fast to the 
outer ends of said front axl« and having di- 
vergent arms, a ring to which said arms are 
attached, other sleeves projecting outwardly 
from said ring and having divergent arms at 
an angle to the arms of the aforesaid sleeves 
and also attached to said ring, and independ- 
ent means for operating the compensating 
gearing and said stub-axles. 

3. In a trai tion-engine, the combination of 
front and roar driving-axles, the front axle 
being in two separate part-s, a compensating 
gearing between the inner ends of said front 
axle, stub -axles pivoi^ally connected to the 
outer ends of said front axles, skeins fitted 
over the stub-axles, wheels having hubsbear- 
ingon said skeins, and pins extending through 
the outer ends of the wheel -hubs and said 
stub-axles. 

4. In a traction-engine, the combination of 
front and rear driving-axles, the front axle 
being in two separate parts, a compensating 
gearing between the inner ends of said front 
axle, sleeves connected to the outer ends of 
said front axle and having divergent arms, 
bearings for said sleeves, rings to which said 
arms are attached, outer sleeves having arms 
also connected to said rings, pairs of shields 
mounted over the said rings, the outer ones 
being pivotally movable on the innerones and 
having the outer ends of the latter sleeves 
connected thereto, shouldered skeins also se- 
eu red to the outer shields, stub-axles attached 
to the outer sleeves and fitted in said skeins, 
wheels having hubs bearing on the skeins 
and the outer ends secured to the stub-axles, 
means for shifting the stub-axles and pivoted 
pjirts movable therewith, and mechanism for 
actuating the compensating gearing. 

620,735. GEORGE GASHMORE, Oak- 
land. Cal. Traction-Engine, Filed 
Dec. 29, 18^7. Patented Mar. 7. 18')^'. 
Serial Nn. 664,275. (No model. ^ 
The object of the invention is to provide a 
new and improved ti-action- engine arranged 
to be driven by an explosion-motor, such as 
a gasoleue or oil engine, the machine being 
comparatively simple, durable, and light in 
construction to permit of readily dri\ing the 
machine from one place to another, the con- 
struction permitting of readily changing it to 
a portable or stationary engine. 

I A revei-sing device comprising a driven 
shaft, clutch gear-wheels mounted to rotate 
loosely ou the said shaft, a double clutch 
mounted to turn with and to slide on the sf^id 
shaft to engage either of the said clutch gear- 
wheels, intermediate gear-wheels adapted to 
move simultaneously in or out of mesh with 
the said clutch gear-wheels, a shifting-lever 
for the said clut<;h and connected with the 
said intermediate gear-wheel to shift the lat- 
ter on moving the clutch, the connection con- 
sisting of a second shifting-lever for the in- 
termediate gear-wheel, an arm extending 
from this second shifting-lever, and a slotted 
segment carried by tho first shifting-lever 
and engaging the said arm, substantially as 
Rhown and described. 

2. A reversing device, comprising a driven 
shaft, two loosely-raounted gears thereon 
each carrying one half of the clutch, a collai 
having the complementary halves of the 
cltttches thereon and mountef'' to slide upon 
the shaft between the gears, a levev engaging 
said collar to shift it, said lever having a 
threaded hole, a threaded shaft fitting said 
hole and having a thrust-boaring or fixed end 



support, and means fo" rotating said thread- 
ed shaft, substantially as described. 

621,168. ISHAM SEDGWICK, Rich- 
mond Ind. Traction - Engine. Filed 
K-h. .5, 18^)8. Patented Mar. U. 18^1^. 
Serial No. 669.198. (No model.; 
1. Ill a traction-engine, the combination, 
^".bstanliallyns set forth, of a vertical pivot- 
shnt't, a frame provided wUh pivot-bearings 
engaging the upper and lover portions of said 
shaft and capable of vertical motion thereon, 
springs supported hy said pivot-shaft and in 
turn supporting said fi.i'ue, a stub-axle car- 
ried by said pivot-shaft and projecting out 
horizontally from one side thereof, a motor- 
shaft carried by the frame, a traction-wheel 
mounted loosely on said stub-axle and carry- 
ing a gear, and transmittiug-gearing connect- 
ing said gear with said motor-shaft. 

2 In a traction-engine, the combination, 
substantially as set forth, of a vertical pivot- 
shaft, a frame provi-'ed with pivot-bearings 
engaging the upper and lower portions of said 
shaft and capable of vortical uiotion (hereon, 
spriugs supported by said pivot-shafL and in 
turn supporting said frame, a stnb-axle car- 
ried by said pivot-shaft and projecting out 
horizontally fiom one side thereof, a motor- 
shaft carried by the frame, a traction-wheel 
mounted loosely on said stub-axle and carry- 
ing a bevel-gear, abevel-pinion carried loosel> 
by said pivot-shaft and engaging said bevel- 
gear.aspnr-piuion fast with said bevel-pinion, 
and transmitting mechanism connecting said 
spur-pinion with said motor-shaft. 

3. In a traction-engine, the combination, 
substantially as set forth, of a vertical pivot- 
shaft, a yoke formed in an intermediate por- 
tion of said pivot-shaf r, a bevel-pinion mount- 
ed in said yoke with its axis coinciding with 
the axis of the pivot-shaft, a frame having 
bearings engaging the upper and lower por- 
tions of said pivot-shaft, a stub-axle carried 
by said pivot-shaft and projecting out hori- 
zontally to one side thereof, a traction-wheel 
mounted on said stub-axle and having a gear 
engaging said pinion, a motor-shaft carried 
by said frame, and transmitting devices be- 
tween said bevel-piuion and tiiotor-shaft. 

4. In a traction-engine, the combination, 
substantially as set forth, of a frame, four 
stub-axles connected therewith by vertical 
pivots, a traetion-wheel on each of said stub- 
axles, a steering haad-vrheel connected with 
one pair of said stub-axles to serve in adjust- 
ing said stub-axles in unison, couneetionsfrom 
said steering hand-wheel to the second paii 
of stub-axles whereby said hand-wheel may 
adjust the four stnb-axles in unison, and a 
reversing device in the connections between 
'.ne two pairs of stub-axles whereby the move- 
ment of said steering band-wheel in moving 
the two pairs of stub-axes in unison may be 
caused to move the two paire in the same or 
opposite angular directions as required. 

6. In a traction-engine, the combination, 
substjintially as set forth, of a frame, four 
stub-axles connected therewith by vertical 
pivots, a steering-arm connected with each 
stub-axle, links connectiugsaid steering-arms 
into front and rear pairs, a toothed segment 
connected with each of said links, a steering- 
staff, a steering hand-wheel thereon, a pinion 
on said staff and engagios^' one of said seg- 
ments, a transverseiy-shiftjng double rack 
adapted to engage said pinion, and a rack 
connected with said double rack and engag- 
ing the other one of said segments, whereby 
the turning of said pinion may be caused to 
adjust the two pairs of slub-axles in unison 
and in the same or opposite angular direc- 
tions as desired. 

G. In a traction-engine, the combination, 
■substantially as set forth, of a frame, four 
traction-wheels therefor, transmitting mech- 
anism connecting Ciu-h of the front traction- 
wheels with the rear "tracLinu-wheel of the 
same side of the engine, a motor-shaft, and 
anequalizerconnectingsaid motor-shaft with 
one of the traction-wheels upon each side of 
the engine. 

7. In a traction-engine, the combination, 
substantially as set forth, of a frame, a pair 
of stnb-axles connected thereto by vertical 
pivots, traction-wheels on said stub-axles, 
steeringmechanism connected with said stub- 
axles and serving to adjust them in unison, a 
motor -shaft carried by the frame, motion- 
transmitting devices connecting said motor- 
shaft with both said traction-wheels, and an 
equalizer included in the plane of said mo- 
tion-transmitting devices. 

3. In a traction-engine, the eombinatiou, 
substantially as set forth, of a frame having 
upper and lower vertical pivot-bearings, a 
\ertical pivot-shaft engaging said bearings 
and capable of turning and moving vertically 
therein, a gutter-shaped housing rigidly se- 
cured to said pivot-shaft at points above and 
iielow the lower pivot-bearing of llie frame, 



a stuu-axleprojectingout«ardly horizontally 
from said houaiuir. a traction-wheel mounted 
on said stub-axle, and springs supported by 
said pivot-shaft and in turn supporting said 
pivot-beariugs. 

0. In a traction-engine, the combination, 
substantiallyassetforth,of a frame, traction 
wheels therefor, a motor-shaft, a motor coun- 
ter-shaft, an equalizer-gear connected with 
and serving to transmit motion to tho trac- 
tion-wheels, a sliding gear on the motor-shaft 
adapted for engagement with said equalizor- 
gear, a second gearou the motor-shaft, aud a 
pair of sliding gears on the counter-shaft 
adapted to engage with said second gear and 
equalizer-gear respectively. 

10. In a traction-engine, tho combiuat'ou, 
snbstantiHily asset forth, of a frame, traction- 
wheels therefor, a motor-shaft, gearing con- 
necting the motor-shaft with the traction- 
wheels, n motor counter-shaft, a winding- 
drum thereon, and shifting gearing adapted 
to connect tlie motor-shaft with the motor 
counter-shaft. 

11. In a traction-engine, the combination, 
substantially as set forth, of a frame having 
upper aud lower venicul pivot-bearings, a 
pivot-shaft journaled in said bearings and 
adapted to turn and to slide therein, a gutter- 
shaped housing connected rigidly with said 
pivot-shaft at a point below the lower on^ of 
said pivot-beariugs, a stub-axle projecting 
outwardly from said housing,a traction- wheel 
mounted looseli" on said stub-axle, asteering- 
arm below said lower pivot- bearing and 
loosely engaging said pivot-shaft and housing 
and adapted to turn therewith and to slide 
vertically with reference thereto, aud a spring 
supported by said housing and pressing said 
steering-arm upwardly against said lower 
pivot -bearing. 

12. In a traction-engine, the combination, 
substantially asset fortii, of a frame, vertical 
plvot-bearingscarriedthoruby, vertical pivots 
engaging said pivot-bearings and adapted to 
turn and slide therein, .springs supported by 
said pivots and iu turn snpportingsaid frame, 
stub-axles I'igidly carried by said pivots, and 
wheels mouuted on said stub-axles. 

622,729. AUGUST STUTZMAN, St. 
Paul. Minn. Traction-Engine. Filed 
May 13. 1897. Patented Apr. 11. IS'^*^. 
Serial No. 636.382. (No model.) 
My invention relates to improvements in 
traction-engines; and the objects of my in- 
vention are, first, to provide a traction-engine 
in_ which the boiler maybe tilted, so as to re- 
tain it in a level position when going up or 
down grades, as well as when driving on level 
ground; second, to provide a traction-engine 
with extraordinarily large traction -wheels, 
and thereby increase their hold- on the sur- 
face of the ground; third, to provide a trac- 
tion-engine with a cheap but effective steer- 
ing mechanism ; fourth, to combine in a trac- 
tion -eugine an engine without dead-center 
and with a cheap simple gearing for connect- 
ing its power alternately wHh the traction- 
wheels and with a pulley by which the belt 
of a threshing-machine or other tnanhinery 
may be run. 

1. In a traction-engine, the combination 
with a pair of traction - wheels and a main 
frame having its f routend supported thereby, 
of a pair of steering ground-wheels mounted 
in a horizontally -swiveling frame or fifth- 
wheel, secured underneath the main frame, 
a pair of chain-guiding sheaves mounted on 
the main frame, a chain passing over said 
sheaves and having its ends secured to the 
swivelingf rame or to the axle journaled there- 
in ; a chain-wheel engaging the chain between 
said sheaves and having a shaft extending 
upwardly through the main frame and pro- 
vided with a hand-wheel, by which the opera- 
tor may thus steer the machine, said frame 
or fifth-wheel being arched at its top ou which 
the main frame rest«, substantially as and for 
the purpose set forth. 

2. In a traction-engine, the combination 
with a pair of traction -wheels and a main 
frame having its front end supported thereby 
of a pair of steering ground-wheels mounted 
in a horizontally -swiveling frame or fifth- 
wheel, secured underneath the main frame, 
a pair of chain-guiding sheaves mounted on 
the main frame, a chain passing over said 
sheaves and having its ends secured to the 
swiveling frame or to the axle journaled 
therein; a chain-wheel engaging the chain 
between said sheaves and having a shaft ex- 
tending upwardly through the main frame 
and provided with a hand-wheel, by which 
the operator may thus steer the machine, and 
the central stay-chain 'Jl secured to a low cen- 
tral point of the swiveling frame and extend- 
ing obliquely upward to a central point in the 
main frame opposite the chain-wheel, oper- 
ating the steering-chain, substantially as set 
forth. 



668 



TRACT/ON ENGINES. 



3. In a tracuon- engine, ttie combination 
with a pair of traction- wheels, a main axle 
Jonrnaled therein and supporting a boiler and 
engine secured to and tilting with the axle, 
of a main frame having one of its ends sup- 
ported by said main axle and its other end 
by a pair of steering-wheels, of a toothed seg- 
ment secured to the boiler and an upright 
worm-screw mounted on the main frame, en- 
gaging the segment and having a hand-crank 
with which to turn it and tilt the boiler, sub- 
stantially as and for the purpose set forth. 

4. In a traction engine having a suitable 
frame and steering mechanism, the combina- 
tion of a pair of large traction- wheels and an 
axle jonrnaled with its ends therein, a boiler 
sapported on said axle and a double-acting 
engine mounted on the top of the boiler and 
having t.hee\idsof its shaft extended beyond 
the hides of the boiler and provided with slid- 
ing pillions; the large gear-wheels 38, secured 
one. to endi traction-wheel and.engaging said 
pinions, the larger pinion 51, also sliding on 
the cngino-shaft, the idler 52, engaging said 
pinion 51, and the pinion 55, the shaft 56, ex- 
tending from the last-named pinion to the 
other side of the boiler and having there se- 
cured to it the pulleys 57, substantially as and 
for the purpose set forth. 

626,077. GEORGE W. MORRIS, 

Racine, Wis,, assignor to the J. I. Case 
Threshing Machine Company, same place. 
Traction -Engine. Filed Mar, 5, 1898. 
Patented May 30, 1899. Serial No., 
672,671. (No model.) 

In traction-engines it is familiar practice to 
mount the rearof the boiler-body on the main 
axle for the drive-wheels. Extended acro^ 
back of the fire-box the axle receives and sus- 
tains the bearings projected from the boiler, 
the weight of the boiler being thus hung on 
the axle, generally at both sides of the ma- 
chine near the wheels. Sometimes the bear- 
ings are permitted to have a slight rectilineal 
play, moving np and down with the axle, 
whilespringsinterposed between thebearings 
proper and the boiler-body not only limit the 
play, but absorb the shock due to travel of 
the wheels over rough roads. The boiler is 
in a sense spring-suspended at its bearings 
on the main ax:le. 

The present invention designs, as before, 
to bang the box-bearings from the axle; but 
instead of the rectilineal provides for a piv- 
otal or radial play of the bearings both cross 
and length wise with reference to the boiler- 
body. The counter-shaft to drive the trac- 
tion-wlieels is set parallel with the main axle 
and is caused to participate in like measure 
with its radial play, the pitoh-lines of the 
driving-gear being thus kept at tr no mesh 
throughout despite the shift, while the inter- 
posed springs may still serve, as in ordinary 
usage, to take up lost motion and neutralize 
theshocksof rough travel. Theconstruction 
of parts employed to effect this and as well , 
otheHmprovements of lesser note will appear 
in detail from the following description. 

1. In traction-engines, the combination 
with the drive-wheels and their cross-axlo, of 
the machine-body and the intermediate hang- 
ers or bearings carried upon the axle to sus- 
pend the machine-body; said hangers being 
radially sustained both cross and length wise 
in their relation to the machine-body, sub- 
stantially as described. 

2. In traction-engines, the combination 
with the drive-wheels and their cross-axle, of 
^he machine-body and the intermediate can- 
non-box carried upon the axle to constitute 
connected hangers for suspension of the nia- 
chine-body; said cannon-box being radially 
suslaincd both cross and length wise in its re- 
lation to tho machine-body, substantially as 
described. 

3. In traction - engiiicH, the combination 
with the drive-wheels and theircrosH-axlc, of 
the machine-body, the intermediate hangers 
or bearings carried ivpon the axleand radially 
sustained both cross and length wise in their 
relation to the machine-body and the yield- 
ing cushion-springs interposed between sjiid 
hangers and the machine-body loab.sorb lost 
motion and shock, substantially as described. 

4. In traction-engines, the combination 
with the drive-wheels and their cross-axle, of 
the machine-body, the intermediate cannon- 
box carried npon the axle and iiivotally sus- 
tained both cross and length wise in relation 
to the machine-body and the yielding cush- 
ion-springs interposed between said cannon- 
box and the machine-body to absorb lost mo- 
tion am") shock, substantially as described. 

5. In traction-engines, the combination 
with the drive-wheels and iheir cross-axle, of 
the intermediate hangers or bearings mount- 
ed npon tho axle and pivotally sustained both 
cross and length wise in i-elation to the ma- 
fhine-body, the suspension -rods and coih 



springs carried from said hangers and the nia 
chine-body having bracket extensions.there- 
on to seat said springs, substantially as de- 
scribed. 

6. In traction-engines, the combination 
with the drive-wheels and their cross-axle, of 
the intermediate cannon-box mounted upon 
the axle and pivotally sustained both cross 
and length wise in relation to the machine- 
body, the suspension-rods and coil-springs 
carried from said cannon-box and the ma- 
chine-body having bracket extensions there- 
on to seat said springs, substantially as de- 
scribed. 

7. In traction-engines, the combination 
with the drive-wheels and their cross-axle, of 
theiutermediatecannon-box carried upon the 
axle to constitute connected hangers for sus- 
pension of the machine-body, the drag-bars 
/-xtended pivotally at each side between said 
box and body and the central sliding trun- 
nion connection also extended between said 
parts, substantially as described. 

8. In traction-engines, the combination 
with the drive-wheels and their cross-axle^ of 
theintermedialecannon-box carried upon the 
axle to constitute connected hangers for sus- 
pension of the machine- body, the interposed 
cnshion-springs, the drag-bars extended piv- 
otally ^t each side between said box and body 
and the central sliding trunnion connection 
also extended between said parts, substan- 
tially as described. 

n. In traction-engines, tho combination 
with the drive-wheels, and their cross-axle, of 
the intermediate cannon-box mounted there- 
on to constitute connected hangers for sus- 
pension of the machine-body," the interposed 
cushion-springs and the drag-bars pivotally 
extended between said cannon-box and ma- 
chine-body in opposite pairs at each side; the 
separate drag-bars of each pairbeing respec- 
tively joined toR;ud box above and below the 
center of the cross-axle, substantially as de- 
scribed. 

10. In traction-engines, the combination 
with Ihe machine-body, and with the ground- 
wheels sustaining the main axle, of the can- 
non - box mounted npon said axle, having 
yieldiugspringconnection with the machine- 
body and central sliding pivot bearing there- 
on to prevent side play, substantially as de 
scribed. 

11. In traction-engines, tho combination 
with theground-wheelsand the main axle, of 
the cannon-box mounted thereon, the ina- 
chine-bodycarried by coil-springs and swing- 
ing snspension-rods from said box,' the cen- 
tral sliding pivot extended between said box 
and body and the radial drag-bars also ex- 
tended between them, substantially as de- 
scribed. 

12. In traction-engines, the combination 
with the drive-wheels and their cross-axle, of 
the machine-body, the intermediate hangers 
carried upon the axle to suspend the machine- 
body, the eounter-shaft pivotally sustained 
at its bearings by distance-links from said 
hangers in position parallel with the cross- 
axle and suitable means connecting the coun- 
ter-shaft and cross-axle with the machine- 
body whereby said parts may shift radially 
in unison both cross and length wise in their 
relation to the machine-body, substantially 
as described. 

13. In traction-engines, the combination 
with the drive-wheels and their cross-axle, of 
the machine-body, the intermediate hangers 
carried upon the axle to suspend the machine- 
body, the interposed cushion -springs, the 
counter-shaft pivotally sustained at its bear- 
ings by distance-links from said hangers in 
position parallel with the cross-axle and suit- 
able means connecting the counter-shaft and 
cross-axle with the machine-body whereby 
said parts may shift radially in unison both 
cross and length wise in their relation to the 
machine-body, snbstantially as described. 

14. In traction-engines, the combination 
with the main axle and the counter-shaft, of 
the cannou-bbxes mounted respectively there- 
on and linked pi votally together, the machine- 
body in yielding spiing suspfension from tlK:. 
main-axle cannon-box and suitable means ex- 
tended between the boxes and the machine- 
body to afford rndial but not side play for said 
boxes across the machine, substantially as 
described. 

15. In traction-engines, the combination 
with the main axleand counter-shaft and with 

i^hecannon-boxesmbunt^fi respectively there- 
on and pivotally linked together, of th^^ ma- 
chine-body suspended by coil-springs on the 
main-axle box and the i-adiaJ drag-bars and 
links extended pivotally between the cannon- 
boxes and theraachine-body^substantiallyas 
described. 

IG. In rear-gear traction-engines, the com- 
bination with the couut&r-.shaft carrying the 
drive-pinion and also the compensating gear, 
of the radius-link uniting the box-bearing for 



' said shaft with the mar-hine-body ind thf: gear- 
wheel sustained at the machiiu-body on tho 
stud of said link and meshin;,' respectively 
with the compensating gear and with the pin- 
ion of the engine crank-shaft, substantially 
as described. 

17. In traction-engines, the combination 
with the main axle and the counter-shaft, of 
the box-bearings mounted respectively there- 
on and linked pivotally together and the plat- 
form-frame biiRg from said hearings at the 
back of the machine-body; substantially as de- 
scribed. 

18. In traction-engines, the combination 
with the main axle and the counter-shaft of 
the cannon-boxes mounted respectively there- 
on and linked pi votally together, the U-frame 
for the driver's platform secured by its free 
ends to the rear of main-axle cannon-box and 
the diagonal side braces extended from the 
counter-shaft cannon-box to said U-frame. 
substantially as described. 

It). In traction-engines, the combination 
with the main axle and with tho cannon-box 
mounted thereon, of the platform-frame se- 
cured central ly and at its free ends to the rear 
of said cannon-box and the draw-bar having 
yielding spring connection with said frame, 
snbstantially as described. 

626,666. JOHN W. CHAPPEL, Ennis, 
Tex. Traction-Engine. Filed June 29, 
1898. Patented June 13, 1899. Serial 
684,743. (No model.) 
My invention relates to traction-engines, 
and has for its object.to provide a simple, com- 
pact, and efficient construction .and arrange- 
ment of parts adapted for traction purposes 
or for driving machinery, such as threshers. 
The primary object of my invention is to 
provide a gearless engine of the class de- 
scribed or one wherein the use of iuterraesh- 
inggearsforcommunicatingmotion from one 
part to another is avoided. 

Further objects and advantages of this in- 
vention will appear in the following descrip- 
tion, and the novel features thereof will be 
particularly pointed out in the appended 
claims. 

1. In a traction - engiue, cne comuination 
with a crank-shaft; and means for imparting 
rotary motion thereto, of valve mechanism 
including an interraediately-fnlcrumed rock- 
ing lever, a compensating lever mounted for 
sliding movement upon a pivot at the extrem- 
ity of one arm of the rocking lever,eccentric- 
rods, actuated by eccentrics on said crank- 
shaft, connected with the arms of the com- 
pensating lever at opposite bides of its ful- 
crum, a rock-shaft having a crank-arm con- 
nected by a link with the compensating lever, 
and means inclndjng a hand-lever for com- 
municating motion to the rock-shaft, sub- 
stantially as specified. 

2. In a traction - engine, the combination 
with a crank-shaft, and means for communi- 
cating rotary motion thereto, of a driving- 
axle having crank-arms, connecting-rods be- 
tween said crank -arras and corresponding 
arms on the crank-shaft, driving-wheels, and 
clntch mechanism for connecting the driving- 
wheels with the driving-shaft, substantially 
as specified. 

3. In a traction - engine, the combination 
with a crank-shaft and means for communi- 
catingrotary motion thereto, of main and aux- 
iliary driving-shafts havingcrank-arms, driv- 
ing-wheels loosely mounted, upon the main 
driving-shaft, connecting-rods for communi- 
cating motion from the erank-shaft to one of 
said driving -shafts, and clutch mechanism 
for locking the driving-wheels to the main 
driving-shaft, substantially as specified. 

4 In a traction - engine, the combination 
with a crank-shaft and naeans for communi- 
cating rotary motion thereto, a driving-shaft 
havingcrank-arms, connecting-rods betweec 
said crank-arms and thecrank-shaft, driving- 
wheels loosely mounted upon the driving- 
shaft, and independent clutch mechanisms 
for locking the driving-wheels to the driving- 
shaft, substantially as specified. 

5. In a traction-engine, the combination 
with a crank-shatt and means for commnni- 
iating motion thereto, of a single driving- 
shaft having crank-arms connected respec- 
tively with said crank - shaft, indopendent 
driving-wheels loosely mounted upon the driv- 
ing-shaft, and independent clutch mechan- 
isms forlockingthe driving-wheels to the driv- 
ing-shaft, substantially as specified. 

G. In a traction-engine, the combination 
i.-.-ith a driving-shaft and means for communi- 
rating rotary motion thereto, of independent 
J living-wheels loosely mounted npon the driv- 
mg-shaft, clutches each having oppositely- 
disposed clutch-shoes, a clutch-collar mount- 
ed for axial movement upon the driving-shaft, 
and yielding thrust - rods connecting each 
clotch-shoe with the clutch-collar, a clutch- 
cylinder having independent piston -cham- 



bera, and pistons operatively conuected re- 
spectively with thecIntch-coUars, jind means 
for-actuatinj? eithor of said pision«, substan- 
tially as specified. 

7. In a traction-engine, the combination 
with a driving-shaft and means for comran- 
nicating rotary motion thereto, of drivinjf- 
wheels mounted upon the drivinj^-sbaft, and 
a clutch in connection with each driving- 
niieel, the same liaving diametrically oppo- 
site clutch-shoes for (contact with the innei 
surface of the cooperating driving-wheel rim, 
a clutcb-coUar mounted for axial movement 
upon the driving-shaft and keyed tliei-eto, and 
yielding thrnst-rods connecting oacli clutch- 
shoe with the collar and adapted to separate 
the cUiteh-sboes for contact with tbe wheel- 
rim when the clntch-eoUar is moved toward 
the plane of the wheel, substantially as speci- 
fied. 

S. In a traction - engine, the combination 
with a driving-shaft and means for eommn- 
uicating rotary motion thereto, of driving- 
wbeels loosely mounted upon tbe driving- 
shaft, clutch-collars mounted for axial move- 
ment upon the driving-sbaft,separabl6 clutch- 
shoes connected with each clutch-collar and 
adapted to be spread into contact with the in- 
ner periphery of one of the driving-wheels, a 
clutch-cylinder having independent piston- 
chambers, pistons operating in said chambers 
and having their rods connected respectively 
with said clutch-collars, and pairs of condnc- 
tors in communication with the piston-cbam- 
bers of the cylinder at opposite endp, each 
pair of conductors having a controlling- valve 
arranged in operative relation ■with a feed- 
port and an exhanst-port, and reversible to 
introduce motive fluid into either piston- 
obamber at either side of the plane of the pis- 
ton located therein, snbstantiallyas specified. 

627,190. EDWARD HUBER, Marion, 

Ohio. Traction-Engine. Filed Apr. o, 

1899. Patented June 20, 1899. Serial 

No. 711.890. (No model.) 

The object of this invention is to provide 

improved spring-link connections between 

the bull-wheel and traction-wheel and also to 

provide an improved means for connecting 

:iaid spring-link to the ground-wheel undbull- 

wbflel 

1. In a traction-engine, the comDination 
with a traction-wheel and a bull-wheel, of a 
spring-link adapted to be mounted at one end 
upon a stnd projecting from said bull- wheel 
and at its other end upon a stud projecting 
from a bracket rigidly connected to adjacent 
spokesof the traction-wheel, such spring-link 
consistingofahousingscrew-threadedateach 
end, a cap adapted to screw upon one end of 
said housing and a shank adapted to screw 
upon the other end of said bonsinar, and a 
pull-rod extending through a flanged thimble 
in said cap and having a spring interposed 
between said flanged thimble and a washer 
mounted on tbe innerend of said rod adjacent 
to anutscrewed on said rod, and a sleeve be- 
tween said shank and washer, all substan- 
tially as shown and described, 

2. In a traction-engine, the combination 
with a' traction-wheel and a bull-wheel, of a 
stud rigidly mounted on said bull-wheel, a 
boss or projection extending from said bull- 
wheel about said stud, a bracket having a 
pair of holes near its outer ends, a pair of 
flanged projections or extensions extending 
from said bracket, substantially In line with 
said hole and adapted to fit against the edges 
of adjacent spokes, a cap for fitting npon said 
spokes upon the opposite side to that of the 
bracket, a pair of bolts extending through the 
holes in each end of said bracket and through 
said cap on each side of adjacent spokes, a 
raised portion substantially midway between 
the ends of said bracket, a stud projecting 
from said raised portion, a spring-link, one 
end of which fits upon the stud projecting 
from said bull-wheel and the other end of 
which fits upon the stud projecting from said 
bracket, and cotter-pins adapted to hold said 
spring-link upon said studs. 



Miscellaneous Patents. 



5,205. ARTHUR PARSEY, Leicester 
Square, Middlesex, England. Condensed- 
Air Engine, Patented July 31. '."'^7. 



MISCELLANEOUS 



These improvements in obtaining motive 
power consist in certain modifications of ma- 
chinery by means of which compressed air 
may be employed to work without a vacuum, 
pistons, valves, levers rods and other ap- 
pendages, for the purpose of producing me- 
chanical force and communicating that fcvce 
as a niolivo power .for driving other ma- 
chinery. 

A he ciiamDerprovni'od with the spring valve 
or piston to regulate the elastic force of the 
air as it passes from the receiver to the cyl- 
inder,.in combination with the induction pas- 
sage or passages, as described. 

8.588. G. L. HAUSSKNECKT, New. 
Haven. Conn. Carriage. Patent<'d Dec. 
16, 1851. 

1. The employment of segments, c, d, 
and fifth wheels, F. G, (or parts correspond- 
ing thereto), attached as described; the one 
segment d, and fifth wheel F. working on 
pivots f, n, secured at points between the 
front and hind axle, such part acting in combi- 
r.ation with arms7.p,constmcted substantially 
as shown and described, for coupling the 
movement of two axles or their turning ap- 
purtenances, for the purpose set forth. 

27,938. W. C. TURNBULL, Baltimore. 
Md. Compressed-Air Engine. Patented 

Apr. 7. 1860. 

1 am aware that an air-engine has been de- 
scribed which was to be propelled by com- 
pressed air that was carried by the engine in 
suitable air-reservoirs connected therewith; 
but such engines fron some fatal defect have 
aever become practical or even used, and I 
do not know that anything further than mere 
theorizing has been done in this line. 

I have proven by actual experiment to my 
own satisfaction that an air-engine for street- 
railroads more particularly can be propelled 
economically for several miles with the com- 
pressed air, which the car or engine can carry 
with it in suitablecorapartmeuts, from which 
it is supplied to the cylinders; but it is nec- 
essary to the economical use of this com- 
pressed air so carried that it should be ad- 
mitted to the eylindei-s in regular or unifor;n 
volumes, while the body of the compressed 
air is constantly diminishing in power by 
every stroke of theeugine. To effect this ob- 
ject, I use a cut-off, which is operated by the 
pressure of the air in the reservoir or com- 
partments, so that as the air expands or bo- 
comes less powerful a greater quantity shall 
be admitted to the cylinders, and thus make 
up in quantity what the air has lost in den-, 
sityor power. AVorking compressed air from 
a reservoir which is not being constantly re- 
plenished, but constantly exhausting, is an 
entirely different thing from applying steam 
by a cut-off where steam is constantly being 
added to the steani-ehamber, for in one ciise 
thesupply of power diminishes by every stroke 
of the engine, while with steam it may be in- 
creasing notwithstanding the supply that is 
constantly taken away to work the engine, or 
at least kept at a uniform pressure. 

IXy object is to make an engine or car that 
is to be driven by the compressed air, which 
it carries with it, for street-railroad purposes, 
the engine or car to be supplied from reser- 
voirs of compressed air at .stations where it 
is prepared previously, and to have this air 
automatieallysupplied toitscylinders in uni- 
form (jnantitiesby a cut-off that is governed 
by the pressure of the air in the compart- 
ments which carry it, though that pressure be 
constantly diminishing, and I propose to carry 
this compressed air in cylinders or in anil 
about the engine or car, as may be most con- 
venient, the space ovei head, or under rhe car, 
or under the seats, or between the wails of 
the car being, if found essential, used for this 
purnosp. 

The application lu compressed-air engines 
of an expansion cut-off which is operated by 
a positive motion, but the stroke of which is 
regulated automatically by the pressure of 
the air in the air holder or reservoir, so as to 
admit a volume of air of a certain deusity 
directly to and allow it to expand in the cj'l- 
inder for each stroke of the piston as is nec- 
essary to drive the engine at a certain speed, 
substantially in the manner herein described. 

34,471. NORMAN W. WHEELER, 

Brooklyn, N. Y., assignor to Simon 
Stevens, Lancaster, Pa. Tracto-Motive 
Engines. Patented Feb. 18. 1862. 

The leading object of this invention is to 
overcome the difficulties that have heretofore 
attended the application of the steam-engine 
as a proxjelling power or tractor on turnpikes 
or common roads; but it is by no means lim- 
.ited to these purposes. Asa locomotive it 



669 



may be used Cor propelling nuwing and reap- 
ing machines, drawing heavy loads of grain, 
lumber, stone, Ac, for building and farming 
purposes, and as a stationary engine, into 
which it may bo readily and easily converted. 
It may be used for driving mills, for thrash- 
ing-machines, cotton-gins, hemp-brakes, for 
operating pumps or blowing-machines, hoist- 
ing apparatus, and almost every other pur- 
pose to which ordinary stationary engines or 
horse-power can be applied. It may also be 
used either as a locomotive or stationary en- 
gine for plowing, and therefore for t^iis pur- 
pose can be rendered almost as available on 
rolling land as upon the most level prairies 
Its adaptability to fire-engines will bo here- 
inafter referred to in a more special manner. 

1. The combination of the traction-drum A, 
driving-wheels B B, and guide-wheels C C C C, 
substantiallj' as and for tbe purposes de- 
scribed. 

2. Supporting the feed-water tank E with- 
in the drum A and upon the frame D D by 
means of the brackets R R, the whole being 
arranged substantiallv as described. 

120,611. THOMAS AVELING, Rochester. 
N. Y. Locomotive and Traction- 
Engine. Patented Nov. 7, 1871. 
in combination with the lire-box of a boiler, 
the side horn-plates a a, constructed and applied 
as and for the purpose set forth. 
ibtt.ll/. JOHN UHR, Krie, Pa. Port- 
able Engine. Filed June 25, 1875. Pat- 
ented Sept. 28. 1875. 

The object of my invention is to bring into 
public use a machine that will perform all the 
duties of the horse, and at the same time will 
be more effectual, economical, and durable. 
All the inventions so far, relating to this par- 
ticular class, are very incomplete, the escap- 
ing steam and smoke, and the impossibilitv 
of perfect control iu the way of turuing anil 
instantaneous stoppingi^alone preventing their 
general adoption by street-railroads, express 
tjbippanies, merchant?, farmers, &c. 

In a road-locomotive, the frictions m and d, 
in combination with wheels e, axle E, rod g^ 
lever G, crank-shaft D, and engines C. all 
constructed substantially as described, aftd for 
the purpose set forth. 

168,600. JOHN H. BANGE, Edwards- 
ville. 111,. Road-Engine. Filed Sept. 11, 
1875. Patented Oct. 11, 1875. 
■ The object of this invention is to furnish ah 
improved road - engine, called by me "The 
Mountain Kunner," which shall be so construct- 
ed as to keep the water from collecting in the 
end parts of the boiler when going up and down 
hill, and which shall be easily steered and con- 
trolled. The invention consists in the combi- 
nations of the transverse partitions, the two 
steam-domes, and the connecting-pipes with 
the boiler ; in the combination of the throttle- 
valve with the middle part of the pipe that 
connects the two steam-domes of the boiler ; 
in the combination of the water receiver and 
its pipes and valves with the compartments of 
the boiler, and with the feed-water pmnp; in 
the combination of tbe lower counectiug-rods, 
the upright levers, the up|)er connecting-rods, 
the bent levers, the chains, and the shaft gear- 
wheels and baud-wheel with the forward axle, 
the boiler, and the box attached to the forward 
end of the said boiler j in the combination of 
tbe small gear-wheels, the .shaft, the detacha- 
ble intermediate gear-wheels, and the large 
gear-wheels with the axle of the drive-wheels, 
and with the pistoii-rod of the cylinder ; in the 
combination of the gear-wheels, tiie shaft, the 
two doublecranks, and the Uvo connecting- rods 
with the driving-pulley, and with the piston- 
rod of the steam-cylinder, as hereiualter fully 
described. 

l.Thecombiiiationofthe partitions Q, the two 
steam-domes R R. and the connecting-pipes S 
andT with the boiler A, substantially as here- 
in shown and described. 

2. The combination of the throttle-valve W 
with the middle part of the pipes T T and the 
pipe S, that connects the two steam-domes R 
of the boiler A, substantially as herein shown 
and described. 

3. The combination of the receiver D^ and 
its pipes E^ and valves F^ with the comijart- 
ments of the boiler A, and with the feed-T^ater 
pump A*, s'nbstantially as herein shown and 
described. 

4. The combination of the connecting-rods 
H, the upright levers I, the connecting rods H^ 
the bent levers J, the chains K, and tbe shaft 
gear-wheels and hand-wheels L M K P with 
tbe forward axle O, the boiler A, and the box 
C, attached to the forward end of the said boil- 
er A, substantially as herein shown and de- 
scribed, 

5. The combination of the small gear-wheels 
li^ the shaft K', the detachable intermediate 
gear-wheels V', and the large gear-wheels W, 



670 



MISCELLANEOUS 



*vitb tbeaxieJaiotthedrive-wheelsD^ and with 
the pistou-rod P' of the cyliuder A^, substan- 
tially as herein shown and described. 

6. The combination of the gear-wheels L', 
the shaft K', the double cranks R' T',and the 
two connecting-rods S' with the driving-pulley 
tJ'i and with the piston-rod P' of the steam- 
cylinder A', substantially as herein shown and 
described. 

189,248. CASSIUS M. MILLER, Shorts- 
ville, N. Y., assignor to Benjamin T. 
Adams, same place, and Elias Beach and 
Marcellus'A. Morse, Chicago. 111. Carri- 
age for Portable Engine. Filed Oct. 
31. IH76. Patented Apr. ?>, 1877. 
. The improvements relate, generally, to the 
jioUling of the engine in fixed position for 
work, and more specitically, first, to the con- 
nection of the reach with tlie forward axle ; 
second, to a rest, intermediate between the 
fore and hind wheels, to support and steady 
the engine; third, to the means for support- 
ing the boiler on the hind axle ; and, fourth, 
the structure and connection of reach, boiler, 
and engine. These iraprovenionts are de- 
scribed in their proper order, and pointed out 
;Hi)ecitically in the claims. 

1. In a carriage tor portable engines, hav- 
ing a pivotal connection b'etween the forward. 
end of the reach and the axle mechanism, sub- 
stantially as described, for locking the for- 
ward axle at any angle. 

2. The universpl joint connection, consist 
log of the king-bolt, pivoted upon the axle 
and turning In the end of the reach, when the 
reach is provided with a stop or clamp, by 
which the axle may be held at any angle, as 
set forth. 

3. The intermediateadjustable foot for sup- 
porting the central part of the carriage, as set 
forth. 

4. The connections for the rear axle, con- 
sisting of the socketed bracket sliding on the 
vertical bolt, and having the bar m' bearing 
against the sleeve on the axle, as set forth. 

5. The slotted bar m', fixed to the bracket, 
working in connection with the threaded bolt, 
passing through the slot and set-nut thereon, 
as set forth. 

0. lu a carriage for portable engines, the 
combination of the reach with the interposed 
bracket sqpporting the engine and driving- 
shaft, and connected to the boiler, as set forth. 

202,853. CASSIUS M. MILLER and 
EDGAR E. MILLER, Canton. Ohio; 
said Cassius M. Miller, assignor to C. Ault- 
mann & Co., same place. Portable- 
Engine. Filed Feb. 13, 1878. Patented 
Apr. 23, 1878. 

Our invention has for its object to improve 
tho construction and oi)eratiou of agricultural 
and other lightportable engines; and to this 
end consists, first, in the combination of a 
heater with the steam-chest and cylinder by 
which the steam from the chest is exhausted 
into the heater for heating the water-pipes, 
the cylinder, steam-chest, and heater being all 
caat in one piece to cheapen the cost of manu- 
facture; secondly, in the heater-cover, con- 
structed with a hollow case or box projecting 
into the heater, said box receiving the pipes, 
which are connected thereto in such a maniiPi- 
that they can be detached readily for cleaning 
the heater; thirdly, in casting the cylinder, 
steam-chest, and heater in one piece, and com- 
biuiug them with the braces by which they 
are supported from the boiler; fourthly, in 
castnjg the steam-chest, heater, cylinder, the 
lower braces, and the npper arms, which carry 
tho crank-shaft, all in one piece, by which (he 
whole attaohmentcan be easily applied to and 
removed from the boiler; fifthly, in connect- 
ing the heater and steam-chest to the reach of 
the carriage in such a manner as to equalize 
the sti"ain betwtien the reach and the steam- 
chest and heater, as we will presently de- 
scribe. 

1 . The cylinder D, steam-chest E, and heatei 
F, all cast in one piece, and arranged, relatively 
toeach other, substantially as described, for the 
purjiose specified. 

2. Tho heater-cover constructed with thi 
case or box I, to project into the heater, sub- 
stantially as described for the purpose speci- 
fied. . , ^ 

6. The heater-cover constructed with the 
box or ca^e 1 and adapted \m receive the wa- 
ter-pipes, in the manner substantially as 'de- 
scribed, for the purpose specified, 

4.' The' heater and steam-chest cast with the 
internal end fianges h A, substantially as de- 
scribed, for the purpose specified. 

6. Tlie cylinder, steam-chest, and heater, 
cast in one, piece, in combination with tlie 
hraces HH connecting' them to the upright 
boiler, substantially as descriheil. 

6. The cylinder, steam-chest, and heater, 
cast in one: piece, in coinbiuatioii with tht 
itraoes FT FT and arms L h. finhstantiallv a; 



dexcrihed, for the ]mrpose specified. 

7. The steam-chest and heater, connected to 
the reach C so as to equalize the strain between 
them and the rea<ih, by means of suitable 
stays or ties. 

8. Tlie combination of the tie-rods op and 
bridge i^ with* the reach' C and the steam- 
chest and heater, substantially as describetl, 
for the purpo.se ei»ecified. 

9. The.bridgo N, adapted' for adjustment 
upon the reach C, substantially as described, 
for the purpose BT>ecitied. 

206,867. EDWARD HUBEP, JOHN 
C. TITUS, EDWARD DURFEE and 
JAMES F. SWINNERTON, Marion, 
Ohio, assignors lo Hubtr Manufacturinj^ 
Company, same place. Portable-Engines. 
Filed Apr. 30. I87ft. Patented Jul) ^). 
lt^7S. 

Tlie invention consists in an exnaus^slullnl 
^ced-water heater and a mud or sediment ex- 
tractor so connect'Cd and arranged with the 
boiler proper and the pump that the water is 
forced in hot at the side of the extractor, and 
escapes from the top thereof in '.\ still hotter 
condition, and mostly free of sediment or solid 
foreign matter. 

The invention further consists in dispensing 
with a considerable iinmbcr of fire-tubes and 
substituting a single largo tube or flue there- 
for, and placing in the latter a hollow bridge, 
through which steam is conducted for super- 
he<ating it before reaching the steam-chest. 

The invention further consists in construct- 
ing the smoke-stack in sections, which slide 
telcscopically one within another, and are so- 
ciu-ed in any adjustment by means of a fric- 
tion-clamp. 

1. The combination, with tlie horizontal 
boiler A, of the feed-water heater and mud or 
sedimentextractovMjthe two being connected 
by a pipe,/, leading from tho top of the lat- 
ter, and tlie exhaust-steam heater P and pipe 
e connected thereto, for conducting water from 
the pump and introducing it at the side of the 
heat«rM,al! an-anged as shown and described, 
for the purpose specified. 

2. The combination, substantially as de- 
scribed, of the hollow fire-biidge located in 
the large ocutral fire-flue, the dome steam-pi[ic, 
and the exit steam-pipe leading to the steam- 
chest, for the purpo.-ie of superheating the 
steam, as specified. 

3. The combination, with a portable engine, 
of the fixed and adjustable sections of the 
nnoke-stack and the fi-iction -clamp, consist- 
ing of a band and screw, applied and arranged 
as shown and described, for the purpo.se speci- 
fied. 

4. In combination with a portable engine, 
the boster &, ha\ing a socket open on the front 
aide, the hounds e, thv; tongue E, standard rt, 
and axle 1), as shown and described. 

220,631. MONTAGUE M. McGREGOR 
and JAMES C. CROXTON, Rockwall. 
Tex. Traction-Engine. Filed Mar. 14. 
1S7'1. Patented Oct. 14. 1879. 
The object of thisinv^ution is to lurnisn an 
improved ti'action-engine for hauling freight 
upcn roads and in other places, and for driv- 
ing various kinds of light machinery, and which 
shall be so constructed that the boiler will be 
held in a vertical po.sition, whatever be the 
grade of the roadway, i^.nd that will cut off 
steam instantly at any desired point of the pis- 
ton-stroke. 

The invention consists in a traction-engine 
that takes steam from the top of a swinging 
boiler and returns it throup,h the pivots; in a 
traction engine boi'er arranged to swing on 
pivots that serve also as packing or stuffing 
boxes; and in the combination of the arm, 
the sliding rod provided with the adjustable 
collars, tho lever, and the crank, with the cross 
head of tho piston-rod of the steam-cylinder, 
and with the valve-stem of the valve-chest, as 
hereinafter fully described. 

The combination of the arm W, the sliding 
rod Y, provided with the adjustable collars X, 
the lever Z, and the crank A', with the cross- 
head U of the piston-rod T of the steam-cyl- 
inder S, and with the valve-stem B' of the 
valve-chest K, substantially as herein shown 
and described. 

225,827. WILLIAM HEILMAN Evam 
ville, Ind. Gearing for Traction 
Engines. Filed Feb. |Q, 1880. Patente* 
Mar. 23, 18H0. 

1. In a mechanical movement for transmit- 
ting motion, tho combiuation, with a counler- 
shaft provided with a stationary pinion, of a 
cog-wheel carrying a series of pinions fiid 
twc disks, one rigidly and the other loosely 
mounted on said shaft, one disk having 
mounted upon it a rigid pinion, and botl 
being provided with cog-gearing intermesli 
ing with the jnuions carried by tho cog-wheel 
- subs tan ti ally as and for tho purposes 6peoi 



hod. 

2. In combination with the countcr-shafl 
A, the cog-wheel B, recessed at each side 
and provided with a series of apertures carry 
ing pinions E, tho disk F, keyed to the shaf 
A and provided with cog- gearing T', inter 
meshing with the pinions E, and the disk B 
provided with cog -gearing I, intermeshing 
■with said pinions, and mechanism connecting 
said shaft A and disk H to the driving-wheels 
of a machine, substantially as and for tbf» pur- 
poses specified. 

227.566. EMORY W. MILLS, FishkiU- 
on-the-Hudson. assignor of one-half to the 
Fishkill Landing Machine Company, Fish- 
kill Landing, N. Y. Portable-Engine. 
Filed Jan. 27. 1879. Patented Mav II, 
188(1. 

These improvements pertain to that class 
ofmachines known as "portable engines;" and 
the invention consi.'sts. first, in combining thf 
bearings of tho crank-shafts with the cylinder 
and both with the boiler, that full and free com ■ 
pensation for expansion and contraction is 
provided without injury to the boiler or change 
of valve motions; second, the invention also 
consists in combining the cylinder and smoke- 
box and steam-dome with their passages, as 
shown, in such a manner that waste products 
of combustion are utilized to prevent loss of 
powerfrom radiation ; third, the invention also 
consists in forming the crank shaft, crank-pin, 
and valve-eccentric all in one piece and mak- 
ing them hollow, so that a constant circula- 
tion of air may be formed through them when 
in motion, as will hereinafter appear; fourth, 
theinvention also consists in mountingthe end 
of the boiler which supports tho steam-cylinder 
dome and the exhaust-passages in such a man 
ner that a steam -space will always be left 
above the water-line under the steam-pipe or 
opening leading to the dome, as will hereiuaf- 
\t^x appear. 

1. The combination of the steam -cylinder, 
the steam-dome, the movable saddle carrying 
the crank -shaft, and the eccentric, all con- 
structed and arranged substantially as de- 
scribed. 

2. The combination of the steam -cylinder, 
.steam-dome, and smoke -box, all constructed 
andarranged relatively to each other as shown, 
and for the purposes set forth.' 

3. In a portable engine, the crank -shaft, 
crank-pin, and eccentric cast lu one piece and 
havine an air space or opening through them. 
as shown, and for the purpose of forming an 
air circulation through them, as specified. 

4. In a portable engine, the combination of 
ihe feed-pump piston with the crank-shaft by 
attachment to the eccentric- strap that operates 
the steam-valves, all coustructed and arranged 
as and for the purpose specified. 

5. The combination of the annular steam- 
dome E with the exhaust-pipe of the cylinder, 
the smoke -box, and smoke -stuck, all con- 
structed substantially as shown and described. 

0. The combination of the smoke-stack and 
saddle H, movable between guides H', with 
the crank - shaft G and steam - cylinder E, all 
arranged substantially as shown, and for the 
puipos-i specified 

i236,3l2. JOHN H. ELWARD, Still- 
water, Minn. Portable-Engine. Filed 
vSent. 1. ]88(t. Patented Jan. 4. IRSI 

1. In a portable engine, the combination, 
with tilt cylinder, the steam chest, and the 
boiler, of an intermediate steam -receptacle, 
several intermediate pipes connecting said 
steam-receptacle with the boiler, and separate 
valves for tbe pipes, reapeetively, to close 
them, substantially as set forth. 

2. In a portable engine, the combination, 
with the cylinder, the steam-chest, the boiler, 
and an intermediate steam -receptacle, of a re- 
ceiving-pipe which conveys steam from said 
receptacle to the steam-cbest, and communi- 
cates with the receptacle at two or more 
points, substantially as set forth. 

3. lu a ifortable engine, the combination, 
with the cylinder, the steam-chest, the boiler, 
an intermediate steam -receptacle, and a re 
ceiving-pipe communicating with the intermC' 
diate steam -receptacle at two or more poiuts, 
of separate valves arranged to close the en- 
trances of said pipes independently of each 
other, substantially as set fortli. 

4. in a portable engine, tbe combination, 
with the cylinder, the steam-chest, the boiler, 
and a governor having a reciprocating stem, 
of the levers 1 1, loosely connected to the stem 
of the governor, and arranged to close the 
steam passage, substantially as set forth. 

5. In a portable engine, the combiuation, 
with the cylindc-, the steam-chest, and the 
e/^iaust-pipe V, of the supplemental pipe V', 
commuuicaiing witb tbe e»:lmust- pipe, and 
provided with a stop-cock, r, whereby the wa- 
ter of coudonsalion can be wichdrrtwn afV^r it 
has entered the exhaust-pipe, aubstantialiy at* 
set forth. 



MISCELLANEOUS 



671 



t). In a portable enf^ne, tbe combination of 
tbe fire-flue D, the retiirn-flaes <?, the front 
STJoke-boXiF, arranged to receive the prod acts 
of combustion and cany them upward to the 
retnrn-tiues, the tight ash- vessel F', adapted 
to be removed entirely fi-om the boiler, and 
the rotating door F', provided Tith an oiit- 
wardly-])rojectiiig hainlle, /, and arranged to 
close the opening left by withdrawing tbe 
ash-box, substantially as set forth. 

7. In a portable engine, the combination, 
with tbe boiler, the smoke-stack, and thesmoke- 
chamher at the end of the boiler beneath th*^ 
"smoke-stack, of the ash-box E, and the walls 
d' d\ arranged to make a tight passage, where- 
by refuse may escape without interfering with 
the draft of the boiler, substautially as set 
forth. 

257,444. HORATIO LAND and HOW- 
ARD CAMPBELL.Richniond, Ind.. as- 
signors to Gaar, Scott & Co.,:-ame place. 
Filed Jan. 16, 1882. Patented May 2, 
1832 f No model.) 

Ourimprovementrelates to the construction 
and Rpecific arrangement of the water- tank 
supports, with the tank supported in an ele- 
vated position above and" in front of the front 
wheels of the engine and braced and connected 
with a pumping apparatus, as hereinafter de- 
scribed and claimed. The tank thns arranged 
will be out of Ihe way of the operative parts ol 
I ho engine, and it can be readily removed from 
its supports whenever such removal may be 
fonnd desirable. The supports can be attached 
to the engine at a small cost, and can be de- 
tacliably secured, so that the engine can he sold 
without them when Ihey arc not desired by 
the purchaser. 

The combination, '.n a iraction-oiigine,of the 
boiler A, snpimrted upon traction-wheels,wltli 
the elftvated-lvoriznotal tank-sui>porting bars 
U, bolteu to the sides of the boiler at its front 
end above the front wheels and extending for- 
ward in advance of the front wheels, as shown, 
tbeelevatedtankB,sopportcd in position upon 
said bars in front of the smoke-stack and con- 
nected to the steam-dome by brace-rods i, and 
means for conducting and forcing the water 
from tbe tank into the boiler, substantially as 
deiscribed. 

280,428. WILLIAM WILKINSON, Wi- 

gan, England. Tractlon-Engine. Filed 

Mar. 2, 1883. Patented July 3. 1883. ( Xo 

model. ) 

My invention relates to impfovements in 
geared' di-iving apparatus for road, ti-ani, ui 
ti-action locomot iv<^, in combination with one 
ormore veitical-cylinder engines, whereby the 
galloping action produced by direct di-iving 
onto the crauked bearing or driving axles is 
avoided, and at the same time the gearing is 
go an-'inged and constructed as to allow the 
gi-eatest freedom of movement pr side canting 
to tbe Iieariug axle and wheels. 

I am also aware that in certain traction-en- 
gines in which thediiven axle is mounted in 
a swi veled track, gearing for ti-ansmitting mo- 
tion to said axle has been "rounded'' so as to 
render the periphery, of the axle-gesir coueeii- 
tric or approximately concentric with the 
king-bolt of the tmck, and the driving-pinion 
of corresponding shape, for the purpose of 
permitting the swiveling motion of the truck. 
I do not claun gearing for traction-engines so 
rounded; and my present invention is not ap- 
plicable to traction-enginesiu which the driven 
axle is so located in a swivel- truck; The ob- 
ject- of the peculiarly -constructed gearing 
which is the basis of my claims is, as hereinbe- 
fore set forth, to adapt the engine-frame to 
;ride upOn springs and to rise and fall freely 
without the use of loose gearing. Other means 
for accomplishing this result liave l>een pro- 
posed by othere. Such means other than those 
hereinbefore specified are hereby disclaimed. 
as outside of my inventio'^ ' 

1. In a traction-engine having the axle Oi 
its driving- wheel a mounted in yei-tically-slid 
mg boxes, the combination, with said axle, of 
a, driving-sball mounted in fixed bearings, in 
tiio.same or substantially the same horizontal 
p^ane,and central transmitting-ge^ring con 
necting said shaft and axle, constructed with 
teetli decreasing in thielvhess from mid-width 
to the respective sides of each gear, as herein 
specified, for the purpose set forth. 

2. Tlie combination, in a tnwitipn-engine, oi 
a vertical cylinder or cylinders. A. a orariV 
shaft, B^iu fixed' bearings D B. central ti-ans 
mitting-goaring,EF, constiuctol with "diag 
onal " teeth decreasing in thickness from mid 
.width to the respective sidesof each gear, and 
an axle, G, in the s;ime pr substantially the 
same horizontal plane as said shaft, carrying 
the driving-wheels-of ihe eiigine,at its ends, 
and mounted in verti<?ally-sU2ing boxes HH, 
as iinprov^ means for permitting the i-espeet- 
ivA qides of the eutrine-fmnip to rise and fall 



upon interposed springs without looseness ot 
gearing, as herein set forth. 

289,098. MARTIN E. HERSEY, riar 
risburg. Pa. Draft Attachment for Por- 
table-Engines. Filed Aug. 10, 1883. 
Patented Nov. 27. 1883. (No modcL) 

1. A draft, attachmer: for portable engines 
and other machines, consisting, essentially, of 
a frame or- yoke carrying a draw-bar at its 
outer middle portion, and hung upon the axle 
of the machine, so as to be swung out horizon- 
tally in front of thefnrnace, orallowedtohang 
beneath thefurnaceoutof the way,substantially 
as described. 

2. The combination of the draft-frame with 
the draw-bar, t."e levers connected to said 
draw-bar, the short levei-s or links to which 
the first-mentioned levers are connected, the 
springs and their holders, and the rods con- 
nected to the springs and to the levers, as de 
scribed, for the purpose specified. 

3. The frame or yoke hung upon the axle so 
gs to swing thereon, as described, in combina- 
tion with the sliding draw-bar, the long and 
short levers, the spring - holders and their 
springs, and the connecting-rods, all arranged 
and operating substantiallv as described. 

297,169. MEINRAD RUMELY, La 
Porte. Ind. Portable and Tractlon- 
Engine. Filed June 16. 1883. Patented 
Apr. 22, 1884. (No model.") 
My invention relates particularly to certain 
improvements in portable and traction en- 
gines nsed for running thrashing-machines, 
and for other agricultural purposes. 

"With steam-thrashers heretofore in use great 
difficulty has been experienced in their prac- 
tical operation by reason of the constant cloud 
of dust and dirt from thethrasher, causing the 
8lides,cross-head.andpump-plungertoquickly 
cut and wear out; and when the traction- 
engine is being moved from place to place on 
the dusty country roads, the same difficulty is 
caused by the dust thrown up from the road 
by the traction and other wheels of the en- 
gine. 

The objectof the presentinvention is to over- 
come this diflficnlty; and it consists in arrang- 
ing the pump-piston parallel and near to the 
slides, and providing a folding or hinged cov 
ering to inclose the slides, cross-head, and 
pump, and thus keep out the dirt and dust, 
while permitting ready access to said parts, 
the pump being driven by an arm from the 
cross-head. 

I am Uwai^e of the Letters Patent Ko. 223, 746, 
granted to J. Mathews January 20, 1880, which, 
in order to protect the driving-gear and work- 
ing parts from dirt and grit, shows the same 
arranged outside the framing and wheels, and 
inclosed in a rigid or fixed casing, which is 
provided with doors for oiling the parts; and 
I hereby expressly disclaim said device, con- 
struction, and arrangement as forming no part 
of my invention. In my invention the steam- 
cylinder, its piston, cross-head, and slides, to- 
gether with the pomp-plunger, arearrangetj 
between the wheels and on top of the boiler, 
so as to elevate them from the ground and the 
dust arising therefrom, and so that the inter- 
posed boiler will afford protection; and, thus 
arranged, I inclose the same with a hinged cov- 
ering,so that the whole covering may be thrown 
open or back and leave the p'arts completely 
exposed, so that they may be readily got al 
for purposes of oiling, cleaning, or renewal, 
the same as if no covering were- employed. I 
thus, by means of my invention, afford a com- 
pleto protection to the cross-head and slides 
and pump-plunger, and at little cost, and at 
the same time provide convenient^acccss to the 
covered parts. In my invention, also, as the 
steam-cylinder, piston, cross-head, slides, and 
pump are all arranged on top of the boiler, no 
independent frame is required for their sag- 
port. 

1. In a portable or traction steam-engine. 

the combination, with the wheels and boilei 
supported thereon, of the 3team-cylinder, it* 
piston, cross-head, and slides, arranged be- 
tween and above the wheels and supported on 
said boiler, and a hinged covering inclosing 
said cross-head and slides, adapted to open oul 
to afford ready access t" the same, substan- 
tially as specified. 

2. In a portable or traction steam-engine, 
the combination, with the wheels A and boiler 
B. supported on the sarae,-of sfceam-cvlinder C. 
5teara-chcst D, heater E, pump-plunger K, 
cross-head F, and slides G G, all arranged be- 
tween and above said wheels and supported 
on said boiler, and coverings c, b, c, and d, 
hinged together and inclosing said cross-head, 
slides, and pump -plunger, substantially a* 
specified, 

300,270. HENRY B. LARZELERE, 
GreencastJe. Pa,, assignor to the Crowe'' 



Manufacturing Company, same place - 
Portable-Engine. Filed Dec. 21. 1S83. 
Patented June 10, 18y4. (No mod-.-l.) 
The object of my invention is to so secure 
the engine frame and cylinder to the boiler 
that the expansion and contraction of the lat- 
ter will not affect the proper relation to each 
other of the bearings, guides, and cylind'^r. 

The combination of the boiler A, having a 
bracket, d, the engine-frame D, secured to the 
boiler at the front end, and having at the rear 
end of the cylinder B a confining-bolt,/, and 
one or more rollers, m, interposed between the 
bracket d and the engine cylinder or frame, 
aa Ret forth. 

314J72. A. O. FRICK. Waynesborough, 
Pa. Road-Engines. Filed Oct. 14, 1884. 
Patented Mar. 17. 1885. rNn model.) 
This invention relates to road-engiues lu 
which the boiler is arranged horizontally at 
right angles to the axles. The various loca 
tionsheretoforeassignedtothe feed-water tank 
or tanks in this styleof road -engines— such a.s 
the rear platform below the boiler, on the 
boiler, &c. — are all more or less objectionable. 
In some cases tbe capacity of the tanks is 
necessarily limited, by reason of their location 
to comparatively small size, so that they re 
quire frequent replenishment, involving much 
loss of time. In other cases their location 
disturbs the balance of the engine under cer- 
tain circumstances, so as to interfere with the 
steering. 

The objeet of my invenuon is to overcome 
hese and other objections. 

Tothisend my invention consists in arrang 
ingthe feed-water tanlis on laterally-project 
ing platforms between the driving-wheels and 
the steering-wheels. 

1. A road-engine having a laterally-project 
ing platform between the driving and steer 
ing wheels for thesupportofa feed- water tank, 
substantially as before set forth. 

2. In a road-engine, the combination, sub^ 
stantially as before set forth, of the horizontal 
boiler, a Uilerallyprojecting platform on each 
side between the driving and steering wheels, 
and a feed-water tank on each platform. 

3. The combination, substantially as betorf 
set forth, of the horizontal boiler, a laterally- 
projecting platform for supporting a feed-wa- 
ter tank on each side between tbe driving and 
steering wheels, and suspenders suspended 
from the boiler' and connected ^" the outer 
ends of the platform. 

347,160. G. DAIMLER, Cannstadt. 
Wurtemberg, Germany. Power Driven 
Vehicle. Filed Apr. 19, 1886. Paiented 
Aug. 10. 1886. Serial No. 199,442. 
(No model.) Patented in England Sept 
11, 1885, No. 10,786; in Belgium Oct 
15. 1885. No. 70,293; in Italv Dec. 17 
1885, No. 18,955: in France Dec. 21,! 885. 
No. 171,265; in Austria-Hungary Frh 
18, 1886, No, 32,523 and No. 2,203; and 
iiL Spain Mar. 26. 1886, No. 8,264. 
My invention has for its object to render a 
vehicle — such as a bicycle or tricycle pro- 
pelled by a gas or petroleum motor engine — 
applicable as a sledge when required to run 
on ice or snow. For this purpose I combine 
with such vehicles devices as 1 will describe 
with reference to -the accompanying draw- 
ings, in which I have shown my invention ap 
plied to the construction of bicycle described 
in my application for Lettera Patent, No. 
17.962. 

The combination, with a vehicle driven by 
a gas or petroleum motor cTigine,. of spikes 
C, attached to the wheel or wheels driven by 
the motor, and of a skid or skids, P, attached 
to the front or steering wheel or wheels, the 
attachment of said spikes and skid being ef- 
fected by loops and screw-bolts, ao as to be 
readily attachable and.removable. 

358,952. CHARLES H. WATEROUS, 

Brantford, Ontario. Canada. Portable- 
Engine. Filed July 17. I88h. Patented 
Mar. 8, 1887. Serial No. 208,247. (No 
model. * 

The main objects of myTnvention are, first, 
:o utilize the wheels upon which the engine is 
Gaonnted for condensers; second, to accelerate 
.he condensation of steam in the condensers, 
md, third, toincrease the draft of thefurnace. 
it consists, essentially, of a hollow water- 
tight wheel into which the steam-cylinder is 
arranged to exhaust, of an air pump or blower 
connected with the exhaust-pipe, and of certain 
other improvements, hereinalter described. 

1. In a portable engine, a chambered sup- 
porting wheel, C, connected with the exhaust 
of said engine, substantially as and for th'^ 
purposes set forth. 

2. The combination, in a portable engine, 
of the condenses- wheel (JJ and a bucket, F. 
arranged to fake np the water therein and re- 
turn it to the tank, substantially as aud for 



672 



the purposes set foitli. 

3. The combination, in an engine, of tlic 
condenser- wlieel C, luib G, ving I, bucket F, 
and ])ipe/, connecting said bncliet with said 
luib G, substantially as and for the purposes 
set foi'tli. 

4. The combination, in a portable engine, of 
the coudensing-wlieel C, hub G, provided with 
chamber H, ring I, having charabeiG J ,7', 
which communicate with said chamber H, 
bnckct F, applied to the interior of said wheel 
C and connecting said chamber PI, the ex- 
haustpipeK,conuectingllieengine with cham- 
ber J, aud pipe L. leading from chamber J' to 
the tank, substantial!}' as and for the purposes 
set forth. 

5. The combination, in a portable engine, of 
the condeusiDg-wheel C, exlmust-pipe K, and 
vlower or air-pump r, communicating through 
suitable connections with said condenser- 
wheel, substantially as and for the purposes, 
set foith. 

C. The combination, in a portable engine, 
of the condenser-w-heels C C, eshaust-piiies 
K K coninmuicating therewith, and sprocket- 
wheels E E, attached to said wheels and 
arranged to be driven by said engine, substan- 
tially as and for the purposes set forth. 

7. The combination, in a portable engine, ol 
the axle D, condenser-wheel C, hub G, having 
chambers H, which conimuuicate with the in- 
terior of said wheels through openings A, rings 
I, having chambers J and J', communicating 
with said chamber II, and provided with pro- 
iections i i, and sockets d d on said axle D, 
arranged to receive said projections i i and 
springs <r, substantially asand for the purposes 
set forth. 

8. The combination, with the engijie B, of 
the traction-wheel 0, airanged to be driven 
thereby and to serve as a condenser therefor, 
substantially as and for the purposes set forth. 

363,587. C. G. CANFIELD, Cleveland, 
Ohio. Vehicle Wheel. Filed Feb. 4, 
1887. Patented May 24, 1887. Serial 
No. 226.532. (No model.) 
My invention relates to improvements in ve- 
hicle-wheels in which rubber rings are inclosed 
in annular chambers of the hub and metal 
spokes enter. loosely through the periphery of 
the hub and pass through and are secured by 
the rubber rings, to the end that Ihe wheel is 
made elastic at the hub. The inner end of the 
hub has a conical flange,and a corresponding- 
shaped friction-disk is made to operate therein, 
forming a brake, the disk being operated by 
mechanism extending throngh a hollow axle, 
to the end that the brake mechanism is in the 
main concealed, and therefore does not disfig- 
ure the wheel or carriage. 

With these objects in view my invention con- 
sists in certain features of constructron and in 
combination of parts, hereinafter describee^, 
and pointed out in the claims. 

1.. In a vehicle-wheel, thocombination.with 
ii hub" having an annular hollo\V flange, and a 
rubber ring -located in the cavity of the flange, 
of spokes passing through the walls of the flange 
aud secured to the rubber ring, substantially 
as set forth. 

2. In avehicle-whcel, the combination, with 
a hnb having annular hollow flanges, and 
springs located in the cavity of the flanges, of 
metal spokes arranged to pass throngh the tire 
and felly of the wheel-rim and to pass loosely 
through the walls of the flanges, the spokes be- 
ing secured, respectively, to the said springs, 
the parts being arranged substantially as de- 
scribed. 

3. The combination, with a vehicle- wheel 
having a conical flange or rim connected with 
the hub of the wheel, of a friction-disk to op : 
crate in Ihe conical rim, the two parts form- 
ing a brake, and a screw for moving the fric- 
tion-disk toward and away from the conical 
flange, the parls being arranged substantially 
asset forth. 

4. The combination, with a vehicle-wheel, a 
conical rim forming a part of the wheel-hub, 
of a friction-disk for-engaging the conical rim 
to form a brake, a hollow axle, and a screw-rod 
operating in a cavity of the axle, said screw- 
rod engaging suitable mechanism connected 
with the friction-disk for operating the same, 
Ihe parts being ananged substantially as de- 
scribed. 

375,816. M. E. HERSHEY, Harrisburg, 
Pa. Traction-Engine. Filed Apr. 29, 
1887. Patented Jan. i. 1888. Serial No. 
936. .587. (No model.) 

1. In a traction engine or road-roller, the 
combination, with the boiler, of a tank rigidly 
connected thereto, having the central passage- 
way and the upwardly -extending side portions, 
substantially as described. 

2. In a traction-engine or road-roller,a tank 
rigidly connected to the boiler and constructed 
of U form, so as toaflord aconvenientpassage- 



MISCELLANEOUS 

' way to tue nre-bos, substantially as aescribeu. 

3. The fire box having an extension-sheet 
passing around its bottom and extending to the 
rear, in combination with a tank or tanks at- 
tached to said extension sheet, substantially 
in the manner described, and for the purpose 
specified. 

4. The combination, with thefire box, ofthe 
curved extension-sheet having the opening for 
the discharge of cinders and ashes drawn from 
the fire-box, aud the U shaped tank secured to 
said extension sheet,substantiallyasdesoribed. 

6. Thecorabination, with thefire box, ofthe 
carved extension-sheet, the U shaped tank so- 
cured to it, and Ihe platform inthe housing 
over the extension sheet, substantially as de- 
scribed. 

384,922. JACOB MILLER and MAR- 
TIN J. HOGAN, Canton, Ohio; .saii 
Hogan assignor to said Miller. Portable- 
Engine. Filed Apr. 23, 1887. - Patented 
June 19, 1888. Serial No. 235,851. (No 
model. ) 

Our invention relates to improvements in 
portable steam-engines; anditconsists inpro- 
viding means by ^I'hich the progressive move- 
ment of the U)a6hine can be decreased or.in- 
ereased without changing the .speed of the 
engine. 

Our invention also consists in providing an 
automatic exhaust-nozzle. 

Our invention further relates to and consists 
inprovidingand locating the feed- water heater J 
also, relates to and consists of the detail and 
combination of parts as described, and set forth 
in the claims. 

i. in a portable steam-engine, the combi- 
nation of the engipe-ahaft, means for rotating 
the same, gear-wheels of different diameters 
loosely mounted on 'the engine-shaft, a shafii 
counter to the engine shaft, a pair of gear- 
wheels of different diameters fixed on said 
counter -shaft -and meshing with the gear- 
wheels of the enginc-shafl;, clutches attached 
to the gear wheels on the engine shaft, clutch- 
sleeves secured on the engine-shaft to slide 
longitudinally on the shaft and fixed to rotate 
with the shaft, a pillow-block on the engine- 
shaft between the said clutch-sleeves, a yoke 
the branches of which loosely embrace the said 
clntch-sleeves, a shifting-lever pivoted to a 
support on the said counter shijft and to the 
said yoke, a lever-retaining bracket secured 
in position to engage the handle of the lever, 
and detents in the bracket to lock the lever 
in the several adjustments for running the 
machine independent of the ground-wheels 
and fordriving the groulidwheels at different 
speeds, substantially as set forth. 

2. An exhaust-nozzle consisting, essentially, 
of a U-shaped body having converging sides, 
and a vibrating valve pivoted tosaid U-shaped 
body and having converging edges, thereby 
allowing said valve to freely operate within 
the U-shaped body, substantially as set forth. 

3. In an exhanst-nozzle, the combination of 
a U-shaped body having converging sides, a 
valve pivoted tos:.id U-shaued body and hav- 
ing converging edges, a spring-actuated ror" 
loosely pivoted to said valve and extending 
through the smoke-box, and means whereby 
the tension of the spring can be regulated, sub- 
stantially as set forth. 

4. In an exhaust-nozzle, the combination of 
a U-shaped body having converging sides, a 
valve having converging edges and ears on it« 
lower portion, whereby it is pivoted to said 
U-sh'Sped body, stops located on the U shaped 
body, whereby the inward movement of the 
valve is limited, a spring actuated rod loosely 
connected to said valve, and a nut located on 
the outer end of said rod, for the purpose sub- 
stantially as set forth. 

5. In a portable steam-engine, the combina- 
tion, with the boiler and smoke-box, of a de- 
tachable feed-water lieater attached ^X) aud 
adapted to conform to the oulside of the smoke- 
box, an exhaust leading from the feed-water 
heater into the smoke-box, a steam iiflet pipf^ 
to the heater, and a water-pipe extending 
within the heater, substantially as set forth. 

414,173. EMANUEL STEVENS, lirus- 
.sels, Belgium, assignor of one-ball to 
James M. Burnup, London, England. 
Combined Gas and Compressed-Air 
Engine. Filed Nov. 6, 1888. Patented 
Oct. 29, 1889. Serial No. 290,148. (No 
model.) Patented in Belgium Mar. 16. 
1887, No. 76,731; in England Mar. 31, 
1887. No. 4,8 !3;, in France Sept. 15, 1887, 
No. 185,874 ; and in Germany Oct. 7, 1887. 
No. 43.0.S9. 

This invention consists in certain improve- 
ments in motors applicable to locomotive-en- 
gines for carriages, tramway- vehicles, and 
other purposes. 

The improvementji consist, essentially, flist, 
in the combination of a motor actuated by 



"hydrocarbon vapors or gases and driving an 
air-compressing pnrap vith another motor 
actuated by this compressed air, all. the cyl- 
inders of the motors being jacketed, and wa- 
ter is cf.nsed to circulate through these jack- 
ets, so as to cool the cylinder or cylinders of 
the gas-motor and to warm the cylinder or 
cylinders of the^ air-motor, being kept at' a 
proper temperature by passing through a re- 
frigerator in this circuit; second, in a pecu- 
liar carbureting apparatus, in which a mix- 
lure of air, compressed or otherwise, and 
naphtha, petrolenm, or other hydrocarbon ^va- 
por is produced tor actuating the gas-motor. 

1. The combination of a gas-motor A, hav- 
ing one or more jacl?eted cylindera and driv- 
ing an air-compressing pnmp B, an air-motor 

D, also having one or more jacketed cylinders, 
and a refrigerator O, also jacketed, wherein 
cold is produced by the expansion of the ex- 
hanst-air from the air-motor, the jackets of 
the cylinders aforesaid and of the refrigerator 
being in connection^ whereby a current of 
water may be caused to flow through the said 
jackets, the whole combined and acting sub- 
stantially as and for the purposes desoribed 
and set forth. 

2. The combination.with the motor compris- 
ing the apparatus A, B, D, and O, as set forth, 
of a carburetor consisting of a tubular boiler 

E, wherein the evaporation of the carburet- 
ing-liquid may be effected by the exhaust- 
gases from the gas-motor A, and comprising 
the tubes F or the tubes F and /, substan- 
tially as and for the purpose sot forth. 

443,481. EPHRAIM HOWLAND, Pon- 
tiac, Mich. Portable Steam-Engine. 
Filed Feb. 12, 1889. Renewed Nov. 28, 

1890. Patented Dec. 23, 1890. Serial 
No. 372.877. (No model.) 

My invention has relation to an apparatus 
such as desoribed in Letters Patent to me of 
July 3, 1888, No. 386,627, in which a thrash- 
ing-machine is provided with a steam-engine 
located thereon and steam supplied from a 
portable boiler throngh a flexible steam-con- 
dnit. 

The present invention consists, essentially, 
in a con.structiou of the portable steam-boiler 
and the engine in such relative manner that 
the engine may be located on and readily at- 
tached to the thrashingor other machine when 
required for the purpose, but so constructed 
wit h relation to the portable steam-boiler that 
it maybe removed from the machine and se- 
cured upon the boiler, thus converting the lat- 
ter into an ordinary portable steam-engine ca- 
pable of use for any purpose. 

The combination.with the boiler and bed- 
plates or supports thereon, of an engine de- 
tachably connected to said supports, and a 
flexible steam-connection between the engine 
and the boiler, substantially as described. 

451,144. CHARLES A. VINCENT, 
Paris, France. Vehicle Running-Gear. 
Filed Dec. 30. 1890. Patented Apr. 28, 

1891. Serial No. 376,239. (No model.) 
ily invention has relation to vehicles, and 

more especially to the running and steering 
gears thereof, and among the objects in view " 
are to provide the running-gear of a vehicle 
with means whereby the latter may be steered 
in the direction required with ease and 
promptness, regardless of the weight of the 
load carried by said vehicle, and to provide 
the running-gear of a vehicle with means for 
steering the latter, said means being arranged 
to sustain a portion of the weight of the load, 
and thus more equally distribute the same 
over the entire running-gear. 

Other objects and advantages of ray inven- 
tion will be apparent from the description 
given hereinafter; and with all the objects in 
view, the invention consists in the construc- 
tion, relative arrangement, and combinations 
of parts, as hereinafter fully described, illus- 
trated in the accompanying drawings, and 
particularly pointed out in the claims. 

1. In a vehicle, the combination, with the 
body, of a pair of wheels mounted upon an 
axle, a frame to which said axle is secured, a 
steering-wheel carried by said frame and 
adapted to have a turning movement rela- 
tively thereto, springs carried by said frame, 
a transverse bar having its ends secured to 
said springs, a second transverse bar to which 
the body of the vehicle is pivotally connected, 
and a fifth-wheel located between said bars, 
all said parts being arranged and adapted for 
co-operation as described 

2. In a vehicle, the combination, with the 
body, of a pair of wheels mounted upon an 
axle, a frame to which said axle is secured, a 
steering-wheel carried by said frame and 
adapted to have a turning movement rela- 
tively thereto, springs carried by said frame, 
a transverse bar having its ends Secured to 
said springs, a second transverse bar to 



which tbo body of the vehicle is pivotally 
connected, a fifth-wheel located between said 
bars, a king-bolt extending upwaidly and 
provided with a Iiandle,and rods connecting? 
said boltwith the steering-wheel, for the par- 
pose specified. 

465,003. ALBERT W. STERNKE, 

Gaylord, Minn. Mechanical Movement. 

Filed July 13, 1891. Patented Dec. IS, 

1891. Serial No. 399,297. (No model.) 

My invention relates to mechanical move- 
fiients, and has for its object to provide a sim- 
ple and efficient device for commnnicating 
rotary motion in opposite directions from a 
shaft rnnmog in a constant direction. In 
many machines it is desirable to reverse the 
direction of a counter-shaft without reversing' 
the direction of the driving:-shaft. I accom- 
plish this result byequippinj< the shaft, which 
runs in a constant direction, with right anJ 
. left worms or screw-threads and providing an 
intermediate gearing for driving the counter- ■ 
shaft, which is engageable at will with one or 
the other of said worms or disougageable 
from both to stop the counter-shaft. 

In my preferred construction the counter- 
shaft is provided with a gear-wheel fixed there- 
to, and the intermedialo gearing is mounted 
on a pivoted support, which is preferably the 
counter-sliaft, and is made to throw one or the 
other of said worms into action on the coun- 
ter-shaft by swinging the gearing on its piv- 
oted support. 

1. The combination, witli .i shaft running 
in a constant, direction and equipped with 
right and left worms or screw-threads, of a 
counter-shaft having agear- wheel fixed there- 
to, a pivoted support, and intermediate gear- 
ing mounted in said support constantly in 
connection with the gear of the counter-shaft 
and movable by swinging the said support to 
engage one or the other of said worms, sub- 
stantially as described. 

2. The combination, with a shaflf moving 
in a constant direction and equipped with 
right and left worms or screw-threads, of a 
counter-shaft having a gear-wheel fixed there- 
to, apair of intermediate geai-s both in con- 
ataut connection with the gear of said coun- 
ter-shaft, con'csponding to and adapted to en- 
gage one with each of said worms, and a sup- 
port for said intermediate gears pivoted to the 
countershaft and movable thereon to throw 
one or the other, of said Intermediate gears 
into conn€!ction with its corresponding worm 
or tp disengage both from the power-shaft, sn*^ 
stantially as described. 

*70,I75. HOMER L. BOYLE, Grand 
Rapids, Mich. Vehicle. Filed' Apr. 18, 
1891. Patented Mar. 8, 1892, Serial No. 
389,429. (No model.) 

1. In a car or vehicle, a bed-plate sapported 
on the two axles thereof and their wheels, 
each axle provided with a fixed gear-wheel, 
and means for communicating the motion of 
the fixed gear-wheel on -one axlo to that on 
the other, in combination "with a power-sup 
plying shaft provided with a loose gear-whee. 
meshing with the gear-wheel of the rear axle 
also with a clutch adjustable longitudinallj 
on said shaft andrevol ved therewith by means 
of a spline and groove, a lever operating said 
adjustable sleeve or collar, so as to engage or 
disengage said clutch with said loose gear- 
wheel, and means for operating and revolv- 
ing said shaft and the devices affixed thereto, 
all substantially as shown. 

2. In a car or vehicle, a bed-plate supported 
on the axles thereof and their wheels, each 
axle .provided with a fixed gear-wheel, and 
means for communicating the motion of the 
fixed gear-wheel ou one axle to that on the 
other, in combination with a power-supplying 
shaft provided with a gear-wheel meshing 
with the fixed gear-wheel of the rear axle, 
also with a clutch adjustable longitudinally 
un said shaft and revolvingthereon by means 
of a spline and groove, said clutch provided 
with au annular groove, a lever engaging in 
said groove and operating said adjustable 

' clutch, so i]^ to engage or disengage the same 
with or from said loose gear-wheel, brackets 
attached to said bed-plate and supporting 
said power- supplying shaft in place, and 
means for operating iftnd revolving said shaft 
iind the devices affixed thereto, all substan- 
tially as shown. 

3. In acar or vehicle, a bed-plate supported 
by collars or hangers upon the rear axle and 
'jt& wheels and pivotally attached to the front 
a^le and its wheels at and above the '^enterof 
Saiid.ftxle, said axles each provided with a 
gear-wheel, in combination with two com- 
pound gear and sprocket wheels, each mesh- 
•iiig, respectively, with said gear-wheels of the 
axles, and the sprocket-wheels connected and 
operated uniformly by au endless chain, the 
compound (rear and sprocket whp.fils sup- 



MISCELLANEOUS 

ported by veriical journals and bearings, 
whereby the motion or revolution of the 
goar-wheol of the rear axle is communicated 
to that of the front axlo unaffected by any 
change of direction of the front axle, all sub- 
stantially as shown. 

4. In acar or vehicle,a bed-plate supported 
by collars or hangers npon tlio rear axle and 
its wheels and pivotally attaclied to the front 
axle and its wheels at theconterof said axle, 
said rear axle provided with a fixed gear- 
wheel, in combination with a shaft supported 
by brackets, said shaft provided at ono end 
with a gear-wheel meshing with said pinion 
and revolving with it by means q£ a spline 
and groove, a rod and lever conneoted to said 
adjustable gear-wheel, a double friction -gear- 
ing provided with a sleeve curried upon said 
shaft and adjustable longiiudirtally thereon, 
but revolving with it by means of a spline and 
groove, apower-supplyingshaftprovided with 
a friction-pinion at one end engaging said 
double friction-gearing, and means for oper- 
ating and revolving said power-supplying 
shaft and the several parts engaging an<l con- 
necting therewith, all substantially as shown. 

0. In a caror vehicle,abed-platesupported 
on the axles and wlieels thereof, the rear axle 
provided with a compound gearing having 
more than one series of gear-teeth, in combi- 
nation with a shaft carrying at one end an 
adjustable pinion with beveled and horizontal 
teeth capable of engaging either series of the 
fi.\ed gearing of the axle,a lever connected to 
said pinion by a rod, whereby said adjustable 
pinion may be controlled and made to mesh 
with either series of teeth in said compound 
gearing, all substantiall> as shown. 

G. In a car or vehicle, the combination of a 
gear-wheel rigidly affixed to tJ-.o rear axle of 
said car ol" vehicle with a shafl supported by 
brackets attached to the bed-pl'ite thereof, 
said shaft provided with a geat-wheel mesh- 
ing with that.oE said axle and supporting a 
doublegearinglongitudinally adjustable upon 
said shaft by means of a collar and springs 
and a rod and lever, a power-supplyiogshaft 
provided with a pinion engaging said doable 
gearing, and means for operating and revolv- 
ing said power-supplying shaft, all snbstan- 
tially as shown. 

7. In a car or vehicle, the combination of a 
gear-wheel rigidly affixed to the rear axle of 
said car or vehicle with a shaft supported by 
brackets attached to the bed-plate thereof, 
said shaft provided with a gear-wheel mesh- 
ing with that of said axle and supporting a 
double friction-gearing longitudinally adjust- 
able upon said journal by means of a collar 
and springs and a rod and lever, a power-sup- 
plying shaft provided with a friction-pinion 
engaging said double -friction gearing, and 
meansfor operating and revolving said power- 
supplying shaft, all substantially as shown. 

8. In a car or vehicle, the combination of a 
shaft provided with a pinion meshing with 
the gear-wheel of the rear axle and carrying 
a longitudinally-adjustable double friction- 
gearing, a power-supplying shaft provided 
with afriction-pinionand haviugalougitndi- 
.ually-adjustable double friction-gearing en- 
gaging with a friction-pinion, and means for 
changing arid conti-olHng thelineordirection 
of the front axle and its wheels, all substan 
tially as shown. 

9. In a car or vehicle, the combinalion of a 
power-supplying shaft supported by brackets 
Attached to the bed-plate, provided with a 
longitudinally- adjustable double friction- 
gearing held in place and adjustable upon 
said shaft by means of a sleeve or collar and 
adjacent springs and a rod and lever con- 
nected to said sleeve or collar, a shaft carry- 
ing atone end a friction-pinion engaging with 
said double friction-gearing and at the other 
end a beveled gear-pinion, a cross-shaft with 
a beveled gear-piniou rneshiugwith said last- 
mentioned pinion Jind provided with a screw- 
thread engaging the teeth of a sector at- 
tached to said front axle, and means for op- 
erating and revolving said power-supplying 
shaft, whereby the line and direction of said 
front axle may be changed as desired, all 
substantially as shown. 

10. In a car or vehicle, a power-supplying 
shaft connected to the engine or motive power 
by a pitman, crank, and crank-pin, provided 
with an adjustable double gearing and a pin- 
ion, in combination with an operating-shaft 
having a longitudinally-adjustable gearing 
and connected by gearing with the rear axlo, 
andasteering or guiding shaft provided with 
a pinion and connected by gearing with the 
front axle, whereby the motive power may op- 
erate the rear axle and wheels and also 
change the direction of the front axle and 
wheels, all substantially as shown. 

11. In a car or vehicle, a power-supplying 
shaft connected t^^ the engine or motive power 
by a pitman, crank, or crank-pin, provided 
with an adjustable doable friotinn-searing 



673 



and a friclion-piuion,in combination with an 
operating-shaft having a longitudinally-ad- 
justable double friction-gearing and conneot- 
ed bygoai-ingwiththereara\le,;uKl asteering 
or guiding journal provided with a friction- 
pinion :>ndconneclcd by gearing with tlio front 
axle, whereby the motive power may operate 
tho rear n::le and wheels and also chanv% the 
direc'liot. of thefront axle and wheels, aA sub- 
stantially as shown. 

12. 'J"he combination of a shaft carrying at 
one end a longitudinally-adjusMblo beveled 
pinion with a double frictional gearing pro- 
vided with a hollow hub fitting upon said 
shaftand capableof longitudinal adjustmo.ct, 
but held in rotation with said shaft by means 
of a groove and a spline in said hub, a collar 
or sleeve upon the central portion of said hub 
adjustable thereou, but firmly supported by 
spiral springs on either side thereof, an an- 
gular rod or arm connected with said sleeve 
or collar, and a lover to which said angular 
rod or arm is connected, whereby said double 
frictional gearing can be adjusted longitudi- 
nally upon its shaft and caused to engage with 
a frictioual pinion interposed between its in- 
terior faces, all substantially as shown. 

13. In a car or vehicle, a power-supplying 
shaft supported by brackets attached to the 
bed-plate, provided with a double gearing lon- 
gitudinally adjustable upon said shaft by 
means of a sleeve or collar and supporting- 
springs and a lever connected with said sleeve 
or collar, in combination with a shaft provided 
at one end with a gearing engaging said double 
gearing and at the other with a beveled pin- 
ion engaging a beveled pinion upon a cross- 
shaft provided with a screw-thread, and a sec- 
tor rigidly attached to the front axle and pro- 
vided with teeth engaging said screw-thread, 
all substantially as shown. 

14. In a car or vehicle, a power-supplying 
cihaft supported by brackets attached to the 
bed-plate, provided with a double friction- 
gearing longitudinally adjustable upon said 
shaft by means of a sleeve or collar and sup- 
porting-springs and a lever connected with 
said sleeve or collar, in combination with a 
shaft provided at one end with a frictional 
gearing engaging said double frictional gear- 
ing and at the other end with a beyel-piniou 
enaaging a beveled pinion upon a cross-shaft 
provided with a sorew-thread,"and a sector 
rigidly attached to '^he front axle and provided 
with teeth engagingsr^id screw-thread, all sub- 
stantially as shown. 

15. The combination of a power-supplying 
sliaft provided with a longitudinally-adjust- 
able double frictional gearing with a shaft 
provided with a frictional pinion and a screw- 
thread, a spnr -wheel engagiug said* screw- 
thread and carrying on the same shaft a 
sprocket-wheel, and a chain operated by said 
sprocket-wheel, its respective ends connected 
to the ends of the front axle near the wheels, 
wherebi' the line and direction of the front 
axle and wheels may be changed, all shbstan- 
tially 'as shown. 

IG. In a car or vehicle, a double frictional 
geariug provided with a hollow hub, a sliding 
ring or collar of said hub, with means for coa- 
necti Mg tho same to a rod and lever, two springs 
located on said hub on opposite sides of said 
ring or collar, the bore of said hub being pro- 
vided with a spline or groove, all substan tially 
as shown. 

17. In a car or vehicle, a double frictional 
gearing provided with a hub having a hollow 
bore and provided therein with a groove oi 
spline, a sliding rijig or collar on said hub, 
with means for connecting the same to ojro^ 
and ?ever, anti-frictional rollers oh each side 
of said ring or collar, and two springs located 
on said hub on opposite sides of said ring or 
collar, and rollers, all substantially as shown- 

18. In a caror vehicle, abed-plate supported 
on the two axles thereof and their wheels, the 
rear axle provided with a gear-wheel, in com- 
bination with a power-supplying shaft hav- 
ing a pinion engaging with gear-wheel, an ad 
justable clutch operated by a lever, wherebj 
said pinion and gear-wheel may be made to 
operatively engage and disengage, and means 
for operating and revolving said power-sup- 
plying shaft and the devices connected there-, 
with, all substantiallj' as shown. 

19. In a car or vehicle, a bed-plate su pported 
by collars or hangers on the rear axles and its 
wheels and pivotally attached to the front 
axle and its wheels at and above the center 
of said axle, said axles each provided with a 
gear-wheel, in combination with two gear- 
wheels supported in journals and located, re- 
spectively, above the centers of each axle, and 
means for connecting said last two gear- 
wheels and transmitting the motion of one to 
the other, Avheroby the motion or revolutions 
of the gear-wheel of one axle are communi- 
cated to that of tho other unaffected by any 
change of direction of such other axle, all sub- 
stantially as shown. 



674 

487,069. ELIJAH F. STEELE, Wal 

lingfcrd, Conn., ai>signor of one-half to 

William H. Edsall, Brooklyn, N. Y. 

Jointed Axle for Vehicles. Filed Feb, 

23, 1892. Patented Nov. 29, 1892. Scri«' 

No 492.439. ("No model.) 
My invention relates to an iraproveraenciu 
jointed axles particularly designed for the 
forward axles of perambulators or other small 
vehicles or carts; but also adapted to be used 
in other sitnations, the object beint; to pro- 
duce a simple and durable axle wliich will 
respond to side pressure upon the vehicle- 
body and to sci. the forward wheels iu posi- 
tion for turning corners without lifting thejzi 
and tnrningthe vehicle npoi) i^<' ^^-"^ ^-^'o-^'c 
as is now comraonlv done. 

Although I have shown a constrnction in 
which the ends of the axle are bent forward, 
I wovild have it under.stood that I am not 
limited thereto, but that they may be bent 
rearward or to some intermediate position, or 
that they may not bo bent at all, all of these 
constructions being within my invention, 
which broadly comprehends links or arms 
arranged to swing horizontally on vertical 
axes and constructed with horizontal spin- 
dles or shafts for wheels or rollers moving in 
vertical planes, and a coupler joining the 
links or arms to cause them to move in uni- 
son. 

When a vehicle provided with my improved 
axle is being propelled directly forward, the 
links will conform to the line of draft and keep 
the wheels mounted on the spindles in line 
with the rear wheels of the vehicle. Now if 
the vehicle be subjected to lateral pressure or 
strain in either direction, the links will be 
swung on their pivots on one side or the 
other of the line of tho draft, whereby the 
spindles and the wheels mounted upon them 
will be correspondingly changed in position 
with respect to the rear wheels, the contact 
between the forward wheels and the ground 
or other surface with which thej' are in con- 
tact forming the point of purchase for de- 
flecting the linkp, as described. The forward 
wheels having thus been changed in direc- 
tion with respect to therear wheels, continued 
propulsion oj the vehicle will cause it to turn 
to oneside or the other from a straight path. 
In this way and by a side pressure the vehi- 
cle may be changed in the direction of its 
propulsion without tipping it to lift its for- 
ward wheels from the ground and then rotat- 
ing it on its rear wheels as upon a pivot to 
head it in another direction. 

While my improved jointed axle is pecu- 
liarly adapted for perambulatore, I would 
have it understood that it may be applied to 
any other vehicle or bodies of a size permit- 
ting theni to bo placed under snflficient sido- 
wise pressure to operate the jointed axle. 

While I have shown the linksas being com- 
posite it is apparent that if desired they may 
be made in one piece. Furthermore, although 
I have shown a continuous axle,I maj', if pre- 
ferred, employ adivided axle with thesamei'e- 
sults, my invention comprehending both, or I 
may dispense with tho axle altogether and 
connect the inner ends of the links or arms 
directly with the body supported by means 
of vertical pivots of any suitable form and 
construction, wherebj' the said body wouli^ 
virtually take the place of an axle carrying 
the links at its respective ends. One link 
or arm of such a construction is shown by 
Fig. 3 of the drawings, in which the inner 
end of an arm I is swung on a vertical pivot 
J, which is counected with the body to be 
supported. The enter end of the arm is bi- 
furcated to receive a small roller K, which 
turns in a vertical plane on a horizontal shaft 
L, mounted in the said outer end of the arm, 
which itself swings in a horizontal plane on a 
vertical axis, while the roller turns in a ver- 
tical plane on a horizontal axis. 

In view of the modifications hereinbefore 
suggested and mentioned I would have it un- 
derstood that I do not limit myself to the ex- 
act construction herein shown and described, 
but hold myself at liberty to make such 
changes and alterations as fairly fall within 
the spirit and scope of mv invention. 

1. Tho combination, with two links or arms 
having their forward ends swung on vertical 
pivots and provided in the rear of the said 
pivots with horizontal spindles or shafts, of a 
coupler joining the said arms or links at a 
point in the rear of tho said spindles or shafts 
and free to have endwise movement in either 
direction, substantially as set forth, and 
whereby side pressure acts through the sur- 
faces upon which tho wheels rest to swing the 
arms in unison, and thus defiect the wheels in 
accordance with thedM-ection of the pressure, 
the said surfaces thus forming points of pur- 
chase for turning the wheels by virtue of the 
tractional engagementof the same with them. 

2. The combination, with an axle, of two 



MISCELLANEOUS. 



links respectively pivoted at their forward 
ends to its ends, spihdies located upon the links 
in the rear of their pivotal connection with tho 
ends of the axle, and a coupler joining the 
links at points in the rear of the said spin- 
dles and free to have endwise movement iu 
either direction, substantially as set forth. 

3. The combination, with an axle having its 
ends bent forward, of links pivoted to the for- 
ward exlremiticaof the said bent ends of the 
axle and extending rearward back of the same, 
spindles rigidly secured to the roar ends of 
the links, and a coupler connecting said rear 
ends of the links and extending parallel with 
the axle, substaniiaUy as described. 

4. The combination, with an axle having its 
^nds bent forward at a right angle to it, of 
tvyo links made open at their forward ends to 
embrace the said bent ends of the axle, to the 
forward extremities whereof they are pivoted, 
and constructed to extend back of the axle, 
spindles mounted in the solid reareidsof the 
links, and a coupler pivotally connecting the 
said rear ends of the links and extending par- 
allel with the axle, the forward ends of the 
links bearing upon the upperand lower faces 
of the bent ends of the a^Ie, substantially as 
described. 

529,490. CHARLES O. HEGGEM, 

Massillon. Ohio, assignor to the Russell & 
Co. .same place. Traction-Engine. Filed 
June 18. 1894. Patented Nov. 20, 18^4. 
Serial Nn 514.X.SQ. (No model. J 
My invention relates to *mprovement3 in 
traction engin^^s, the objects of which are to 
provide means to more perfectly utilize the 
steam power, and thereby save a large quan- 
tity of fuel; toprovideaspriugfoot board, for 
the comfort of the engineer, and a conven- 
iently disposed water-tank. 

1. In a compound traction en^triao, the uom- 
bination with the boiler, the brAcket secured 
thereto, the cinder box and bracket, said 
brackets being located above the front sup- 
porting wheels, the cylinders secured to said 
brackets and located respectively in' front 
and in rear of the smoke stack, and the bars 
connecting said cylinders together, of the 
pump secured to the rear bracket, the water 
tank secured to the under side of the boiler 
intermediate the front and rear wheels, the 
pipe connecting said pump and tank, the pis- 
ton rod and cross head, the arm secured to the 
cross beadand the pump rod connectel there- 
with, substantially as described. 

2. In a traction engine, the combinalioii 
with the plates secured to the front of the 
boilerand provided with lugs.ofthe frame 
removably pivoted thereto, the foot board 
pivoted at its front end to the frame, the sock- 
ets formed in said frame, the sockets secured 
to the footboard and th6 coiled springs, sub- 
stantially as described. 

3. In a traction engine, the combiqation 
with the plates secured to the front of the 
-boilerand provided with lugs, of the frame 
removably pivoted to said lugs, the foot board 
pivoted or hinged at its outer end to said 
frame, the sockets formed in said fraraej the 
sockets secured to the lower ends of said plates 
and the coiled sprincs located therein, sub- 
stantially as described. 

4. The combination with a steam boiler for 
traction engine, of a foot board comprising 
the hinge pieces T, having lugs ti:, socket n, 
foot board frame tj, pivotally secured to the 
hinge piece T, and having sockets o and v, 
and trunnions s, foot board V", hinged thereto, 
and the springs p and r, substantially as de- 
scribed and for the purpose set forth. 

585.937. HENRY H. BLAKE, Pitts- 
burg-. Pa. Driving-Gear for Road-En- 
gines. Filed Dec. 5. 1893. Patented 
Mar. VK 180.S. Serial No. 4«2.S74. (No 
model. 1 

My inven tion relates to road vehicles adapt- 
ed to be driven 1m' steam or electrical mo- 
tors, and consists of the uovel construction 
and arrangement of parts hereinafter speci- 
fied, reference being had to the accompany- 
ing drawings forming part hereof, in which 
like letters indicate like parts wherever they 
occur. 

In a vehicle, the combination of a carriage 
having secured thereon a motor, two parallel 
shafts one of which is coupled in any suitable 
manner with said motor, -the other being 
geared with the rear axle of tjie vehicle, a 
transverse shaft between and above the plane 
of said before mentioned shafts, on which are 
rigidly secured a uumber of sleeves of vary- 
ing lengths, a series of belt tighteners carried 
by a series of arms, secured to said trans- 
verse shaft, and ihe sleeves rigidly secured 
thereon, a series of belt pulleys of varying 
uiametercarryingloose belts, pulleys of larger 
diametor Ou either shaft being geared with a 
puUey 3f smaller diameter than on the oppo- 
-sito shafr. and levers adant^d to raise and 



lower said belt ti-^hf eners. eubstpntially as de- 
scribed. 

538,763. A. W. BEST, Key West, Fla. 

Motor-Vehicle. Filed June 28, 1894. 

Patented May T, 1895. Serial No. .^^^,994. 

(No model. ) 

My invention relates to road wagons and 
similar vehicles, and particularly to vehicles 
adapted to be propelled by motors employing 
steam, electricity, or gas power; and the ob- 
jects in view are to provide a simple, inex- 
pensive, and ef&ciont construction of running 
gear, whereby the vehicle may be readily op- 
erated without jarring or strai n i ng the struct- 
ure, and whereby the same may be guided 
with facility by a rider stationed upon a plat- 
form supported byarear truck of thevehicle. 

Further objects and advantages of the in- 
vention will appear in the following descrip- 
tion, and the novel features thereof will be 
particularly pointed out in the appended 
.claims. 

1. In a vehicle of the class described, the 
combination with a main framework, rear 
traction wheels, a front axle pivotally con- 
nected to the framework, and means for turn- 
ing said front axle to guide the vehicle, of 
push-bars attached at their front ends to the 
front axle upon opposite sides of its center, a 
hood rigidly attached to the main framework, 
and a shoe loosely swiveled at its center to 
the front hounds operating in said hood and 
adapted to bear .it either end against the rear 
extremities of said pnsh-bai's,'snbstKntiallya3 
specified. 

2. In a vehicle of the ci^i.sy described, the 
combination with a framework, rear driving 
or traction wheels, a front axle pivotally con- 
nected to the framework, means for turning 
said front axle to guide the vehicle, and 
hounds extending from the front axle and 
provided with a central longitudinally dis- 
posed bar, of push-bars arranged upon oppo- 
site sides of said central bar and bearing at 
their front ends against the front axle, a hood 
fixed to said framework, and a shoe swiveled 
upon the rear extremity of said central b.ir 
and provided at its extremities with buffer or 
pillow-blocks to bear against the rear ex- 
tremities of the push-bars, substantially as 
specified. 

3. Id a vehicle of the class described, the 
combination of a supporting framework hav- 
ing a central longitudinal reach, parallel side 
bars connected, by cross-bars 4 and 7, said 
reach being attached at its rear end to the 
cross-bar 4, rearwardly divei:g6nt braces at- 
tached at their front ends to the reach and at 
their rear ends to the side bars of the frame- 
work, a segmental hood attached to the up- 
per side of the reach, a front axle pivotally 
connected to the front end of the reach and 
carrying steering-wheels, push-bars attached 
at their front ends to the froiit axle at oppo* 
site sides of its pivot point, a central bar 20 
arranged between and parallel with said push- 
bai's and terminating at its rear end in a re- 
ducpid pintle, a shoe swiveled upon said pin- 
tle and adapted to bear at either end against 
the re«r extremities of said pnsh-bars, said 
shoe being provided with a rear segmental 
£ide to fit and operate in the segmental hood, 
asteering bar pi votally connected to the reach 
and loosely connected at its extremities by 
interposed links with the front axle, a steer- 
iug-lever opgratively connected with said 
steering -bar, a rear driving axle IoosaIv 
mounted in tho frame work, means tor com- 
raunioatiog motion to said rear axle, driving 
or traction wheels loosely mounted upon said 
rear axle, and clutch-devices for securing the 
driving or traction wheels to the axle, sub- 
stantially as specified, 

581,278. CHARLES F. GODDARD, 

Chicago, III., assignor of one-half to Seth 
A. Minard, same place and William S. 
Stuckenberg. Cincinnati, Ohio. Motor- 
Wheel Device. Filed July 31, 1896. 
Patented Apr. 27. 1897. Serial No. 
601.15.V TNo model.) 
ily invention relates to motoi;. wheel de- 
vices, and h.is for its object to provide certain 
new and useful improvements in ** wn^el-mo- 
toi's,"so to speak. 

The essential features or character! stives of 
my invention are those whereby it is made 
possible for a wheel to be, as it were, self-pro 
pelling, while at the same time dispensing 
with mechanism and devices about the hub. 
1. in p. motor the combination of a wheel- 
like body with a flexible tire and means for 
successively expanding and contracting the 
Liie in sections, so as to vary the distance of 
the periphery of said tire from the center of 
said wheel. 

?. In p motor tho combination of a wheel- 
like body wHh a flexible tire consisting of' 
separateandiTidependent sections, and means 
for succ^isivelv exoandin^ said sections. 



3. In a motor the combiniition of a wheel- 
like body with a tire consisting of a series of 
unconnected hollow' flexible sections, and 
means for successively introducing fluid un- 
der pressure from a common -source into said 
sections. 

4. In a motor a wheol-lilve body provided 
with a tire capable of being expanded in sec- 
tions radially and means for successively ex- 
panding .saiC sections at a predetermined 
point. 

5. A motor device comprising a wheel wilh 
a tire consisting of a series of hollow nncon- 
aected flexible sections, a source of flnid-sup- 
ply, and means for successively connecting 
said hollow flexible sections with said source 
of fluid-snpply. 

6. A motor device comprising a wheel with 
a tire consisting of a series of hollow uncon- 
nected flexible sections, a source of fluid-sup- 
ply, and a connection from said source of 
fluid-supply to said wheel, said connection 
so constructed that the 'flexible sections of 
the tire may be successively charged with 
fluid irom said source of fiuid-suppli% and 
raeansfor exhaustingthe fluid from euch flexi- 
ble sections at a predetermined point, 

582,635. JOHN G. FRITZ, Columbus, 
Wis. Sleigh, Filed Dec 30 1896. Pa- 
tented May 18, 18^>7. Serial No. 617,454. 
CNo model.) 

My invention has for its object to provide 
a simple, economical, and practical motor- 
sleigh; aud. it consiatsin certain peculiarities 
of construction and combination of partshere 
inafter set forth with reference to the accom 
panying drawings and subsequently claimed 

1. Thecombinationofasleighhavingapiv- 
otally-adjustable steering portion, a hanger 
on the bottom of the sleigh-body, a frame 
having one end thereof in pivotal connection 
with the hanger, a curved rod depending 
from said sleigh-body and engaged with an 
apertured lug at the other end of the pivotal 
frame, spiral springs arranged on the rod 
above and below the frame-lug, and a motor- 
driven traction -wheel hung in said frame. 

2. The combination of a sleigh having a pi v- 
otally-adjustable steering portion provided 
with a pivotally-adjustable snow-fender, a 
hanger on the bottom of the sleigh-body, a 
frame pivoted at one end to the hanger, a 
curved rod depending from said sleigh-body 
and engaged with an apertured lug on the 
other end of the pivotal frame, spiral springs 
arranged on the rod above and below the 
frame-lug, and amotor-driven^tcfietion-whef I 
hung in said frame. 

3. Thecombinationofasleighhavingapiv- 

otally-adjustable steering portion, a hangei 
on the bottom of the sleigh-body, a frame 
having one end thereof in pivotal connection 
with the hanger, a curved rod depending 
from said sleigh-body and engaged with an 
apertured lug at the other end of the pivotal 
frame, .spiral springs arranged on the rod 
above and below the frame-lug, a motor- 
driven traction -wheel hung in the frame, a 
rock-shaft provided with drag -arms, sup- 
porting-springs in connection wij;h the drag- 
arms, a j>ulley^support«d flexible runner coa- 
nected at o^e end to ooe of tho drag-arms, a 
.lever connected to the other end of the run- 
ner, and pawl-and-ratchet mechanism for 
holding the lever in adjusted position. 

584,218. CHARLES F. GODDARD, 

Chicago, 111., assignor of one-half to Seth 
A. Minard, same place, and William S. 
Stuckenberg, Cincinnati. Ohio. Motor- 
Wheel Device. Filed July 31, 18^)6. 
Patented June 8, 1S91. Serial No. 
601.152. CNo model.) 
My invention relates to motors, and par- 
ticularly to such motors as are associated with 
a wheel, and has for its object to provide a 
new a^id improved self-propolling wheel. 

1. Amotordeviceconsistingof awheelhav- 
ing a rim provided with a series of hollows or 
Indentations, and a tire having a series of hol- 
low unconnected flexible sections, a sonrce of 
fluid-supply with which said flexible section.*; 
are successively connected, and a series of 
exhaust-openings with which said flexible sec- 
tions are connected after being connected with 
the source of fluid-supply. 

2. A motor device consisting of a whe^l hay- 
itig a tire consisting of a series of hollow un- 
connected flexible sections, a source of fluid- 
supply with which said flexible sections are 
successively connected, and a series of ex- 
haust-openings with which said flexible sec- 
tions are connected after being connected 
with the source of fluid-supply; and a con- 
trolling device for said exhaust-openings by 
which their size may be varied, whereby a 
gradual but incomplete exhaust is obtained 
substantially' as described. 

3. A motordeviceconsistingof awheel hav- 



M/SCELLANEOUS. 

ing a rim provided with a series of hollows oi 
indent ations, and a tire having a series of hol- 
low unconnected flexible sections, a source of 
Quid-supply with which said flexible sections 
are successively connected, and a series oi 
exhaust-openings with which said flexible sec- 
tions are connected after being connected with 
■Uie source of fluid-supply, and a controlling 
device for said, exhaust-openings by which 
their size may bo varied whereby a gradual 
but incomplete exhaust is obtained, substan- 
tially as described. 

4. Awheel comprising a rim provideu wiiii 
a series of hollows or indentations, a series of 
hollow flexible bulbs fitting into said hollows 
or indentations and connec*"ed with the rim 
of the wheel, a passage-way in communica- 
tion with said bulbs and leading to the hol- 
low hub of the wheel, an axle upon which said 
wheel is mounted provided with exhaust anc' 
admission apartments .separate from each 
other, the admission-apartment adapted to be 
connected with a source of fluid-supply and 
the exhaust- apartment adapted to be con- 
nected yfixh the atmosphere, said admission- 
apartment provided w't.li an opening adapted 
to successively register with the passage-ways 
leading to the bulbs as the vheel is rotated, 
said exhaust-apartment provided with a se- 
ries of openings with Thich each passage-way 
is adapted to successively register. 

5. A wheel comprising a rim provided with 
aseries of hollows orindentations, a series of 
hollow flexible bulbs fittiug into said hollows 
or indentations and connected with the rim 
of the wheel,a passage-way in communication 
with said bulbs and leading to the hollow hub 
of the wheel, an axle upon Thich said wheel 
is mounted provided with exhaust and admis- 
sion apartments separate from each other, 
the admission-apj'.rtment adapted to be con- 
nected with a source of fluid-supply and the 
exhaust-apa-tment adapted to be connected 
with the atmosphere, said admission -apart- 
ment provided with an opening adapted to 
successively rf,*ristor with the passage-ways 
leading to the bulbs as the wheel is rotated, 
said exhaust-apartment provided wibh a series 
of openings with which each iiassage-way is 
adapted to successively register, and a conr 
trolling device by kvhich their size may be 
varied. 

6. A wheel comprising p rim provided with 
a series of hollows or indentations, a series of 
hollow flexible bulbs fitting into said hollows 
or indentations and connected with the rim 
of the wheel, apassage-^7ay in communication 
with said bulbs and leading to the hollow hub 
of the wheel; an axle upon which said wheel 
is mounted provided with"exhaust and admis- 
sion apartments separate from each, other, 
the admission-apr.rtmeiit adapted to be con- 
nected with a source of fluid-supply and the 
exhaust-apartment adapted to be connected 
with the atmosphere, said admission-apart- 
ment provided with an opening adapted to 
successively register with the passage-ways 
leading to the bulbs as the wheel is rotated, 
said exhaust-apartment provided with a series 
of openings with which each passa-ge-way is 
adapted to successively register, a movable 
plate associated with said exhaust-openinsrs 
and adapted to be moved so as to vary their 
size, and a controlling device for said plate 
by which its position may be varied. 

7. A motor device consisting of a wheel 
having a series of radif^lly- movable parts as- 
sociated with its periphery, said parts adapted 
to be moved so as to bo radiallj' extended by 
means of a fluid under pressure, a source of 
fluid-supply with wiiich said movable devices 
are successively operatively connected, a se- 
ries of exhaur>t-openings adapted to be placed 
in communication with said movable parts, 
and a controlling device for said exhaust- 
jpenings by which their size may be varied 
md a gradual but incomplete exhaust may be 
obtained, substantially as described, 

586,873. HORTON H. SHEPHERD, 

Fairland, Ind. Ter. ' Traction-Engine. 
Filed Oct. 21, 1896. Patented July 20. 
IStjT Serial. Nc. 609,610. (No model. ^ 

1, A traction-engine comprising a. main 
frame carrying a prime motor, a main driv- 
ing-shaft provided with a fixed f riction-wlieel, 
a pivoted frame carrying'a fixed shaft pro- 
vided with two friction-wheels located one on 
3ach side of the fixed friction-wheel, a fiesi 
ole shaft connected to one end of the fixec 
ihaft and having its opposite ejid connected 
to a counter-shaft located in a circular frame 
in the forward end of the main frame, a worm- 
serew on said counter-shaft, and meshing with 
a vtorm-wheel mounted on a vertical steering- 
post journaled-in said circular frame, and 
carrying a lower circular frame in which the 
steering-wheel is suppovted, as and for the 
purpose set forth. 

2. A drive-wheel for farm and road engines, 
. comprising a rim formed of angle ironorstf^el, 



675 

a series of semiQtrcnlar shoes secured to said 
rim, inoombinntion with a series of tangential 
braces or spokes having their outer ends se- 
cured to the said rim, and secnrcid about mid- 
way between the contiguous flanges of the 
divided hub, substantially as and for the pur- 
pose set forth. 

3. A traction-engine comprising the main 
axle, the sleeves 27 and 2S mounted on said 
axle, in combination with the bearing-boxes 
29 29' bavingantifriction-rollers 30-\ substan- 
tially as and for the purpose set forth. 

601,218. GEORGE E. WHITNEY, Bo.s- 
ton. Ma.ss., assignor to tlit Whitney 
Motor- Wagon Company. Kittery, Me. En- 
gine, Filed Mar. 18, 1897. Patented Mar. 
22, 1898. Serial No." 638.169. (N(t 
model. ) 

Thisinventionhasforitsobject the prod ac- 
tion of a novel engine of great power, economy, 
strength, and simplicity, compact and of light 
weight, and particularly adapted for use as a 
motor for vehicles. 

I have herein shown my invention as pro- 
vided with means whereby the speed maybe 
varied, the engine reversed, the supplj' of wa- 
ter regulated automatically, the sound of the 
exhaust deadened, and the exhau.st- steam 
dried, so as to become invisible before it is 
discharged into the atmosphere. 

It is essential in the production of a prac- 
tical horseless vehicle propelled by steam, 
which for many reasons I consider the most 
economical and easily, controllable motive 
power, that ,the motive mechanism should 
possess the greatest possible economy of fuel . 
and water, which has to be carried in the ve- 
hicle, and the greatest possible lightness and 
compactness consistent with strength and dn- 
rability. In this connection I deem of great 
importance the arrangement of one or more 
cylinders and valve-chests within a jacket 
connected with the boiler-shell at one side, 
for thereby it becomes possible, by connect- 
ing the jacket with the interior of the boiler, 
to cause the hot water and steam when at 
boiler temperature to surround the cylindei 
and ^'alve-chest, thus acting to prevent con- 
densation and to dry the steam in the cylin- 
der, so that the exhaust-steam contains les° 
moisture and thereby decreases the waste of 
water as well as aids in rendering the exhaust- 
steam invisible when further treated, as here- 
inafter described. 

The use of an upright boiler is considered 
by me essential in steam-propelled road-ve- 
hicles, as thereby considerable variation of 
water-level caused by passing over inequali- 
ties in the road is of no consequence, and the 
arrangement of the engine on the side of the 
boiler affords at once lightness, strength, du- 
rability, and compactness, 

1. A steam-boiler comprising a fire-cham- 
ber, water-leg, and shell, the water-leg having 
inner and outer walls joined at their lower 
ends and forming the sidesof the fire-cham- 
ber, the outer wall being a continuation of 
said shell, a lower tube-head attached to the 
inner wall of the water-leg and forming the 
top of the fire-chamber, an upper tube-head 
attached to the upper portion of said shell, 
fire-tubes constituting a rigid connection be- 
tween said heads within the boiler-shell, and 
communicating with the fire -chamber^ the 
tnbes being composed of a material having a 
different rate of expansion from that of the 
material of the shell, and an expansion mem- 
ber interposed between the parts of the boiler 
which support the tube-heads, whereby the 
difference of expansion between the parts 
ioining the peripheries of the said heads and 
jhe tnbes joining the interior portions of the 
heads is permitted without injury. 

2. In an apparatus of the class described, 
an upright boiler, an engine mounted on the 
shell thereof, a jacket surrounding the en- 
gine-cylinder and secured to the boiler-shell, 
said jacket communicating with the interior 
of the boiler, and an independent steam-sup- 
ply connection between the cylinder and the 
boiler. 

3. A ,steam-Doiler bheU, an external caaui- 
ber or jacket secured thereto, the boiler-shell 
forming the rear wall of the jacket and hav- 
ing openings thereinto, respectively above 
and below the normal water-level, and a cyl- 
inder within the jacket and detachably se- 
cured to theends thereof, and an independent 
steam-supply connection between the cylin- 
'ler and ihe boiler. 

4. A boiler-shell, an exterior jacket, a cyl- 
inder and valve-chest supported by and in- 
closed in said jacket, asteam-Eupply connee- 
.ion between said chest and boiler, and an in- 
Sepehdent connection between the interiors 
of the shell and jacket, whereby the hot water 
atid steam may circulate around thecylinder 
and valve-chcot. 

"■5. In an apparatus of the class described, a 
_boiler, an encine mounted thereon whoUvex- 



676 



MISCELLANEOUS. 



terior thereto, a jacket secured to the boiler- 
shell aii'-l eomnuinicating: with the interior 
thereof, the engine-cylinder being altached 
to the .jacket ends, and cylinder-heads exter- 
nally reniovablo and adapted to be secured 
to the cylinder ends. 

0. The boiler-shell liavinj:: attached jacket 
cuds c and c', and the cylinder having its 
flanged heads and ends bolted to said jacket 
oudR,asidG wall interposed between tlie jacket 
ends and connected therewith and with the 
boiler-shell,steam-tight,th us forming a jacket 
inclosing said cylinder, the interior of the 
jacket communicating with the boiler above 
and below the normal water-level, whereby 
hot water and steam therefrom circulate about 
and surround the cylinder, and an independ- 
ent steam-supply connection between the eyh 
inder and boiler. 

7. A tubular boiler comprising a shell, and 
tube-heads secured to the upper and lower 
portions thereof, tubes rigidly attached to the 
heads, and having a different rate of expan- 
sion from the shell, an expansion member for 
the shell, between the tube-heads, an engine 
mounted exteriorly on the shell, and connec- 
tions between said engine and shell, laterally 
rigid and adapted to yield vertically to per- 
mit the operation of the expansion member 
of the boiler. 

S. Propelling mechanism forroad-vehicles, 
comprising an upright boiler, .an engine 
mounted externally on said boiler, its cylin- 
der and main shaft, a jacket sun-onnding and 
supporting tho cylinder and secured to the 
boiler, bearings for the main shaft a support 
for said bearings laterally rigid and adapted 
to yield vertically, and secured to the boiler- 
shell, and uprightbrace-rods rigidly connect- 
ing said bearings and cylinder. 

9. In an upright, tubular steam-boiler, the 
throttle, and a jdurality of tubular branches 
in the upper part of the boiler leading to a 
single inlet to the throttle from different 
points of the upper tube-head and communi- 
cating with the steam-space, whereby passage 
of water to the throttle is prevented. 

10. In an upright, tubular steam-boiler, tho 

throttle, a plurality of tubular branches lead- 
ing to a single inlet thereto from different 
points of the steam-space, the inner ends of 
said branches bein^- held in the upper tube- 
head, and bafBe-plates located below the tube- 
head and the inner ends of the branches, to 
thereby prevent passage of water with the 
steam "to vhe throttle. . 

11. In a steam-engine, its throttle, a lever 
connected therewith and having a fixed ful- 
crum, a toggle one arm of which is jointed to 
said lever, the other arm having a fixed ful- 
crum, and means connected with the joint of 
the toggle, to straighten or break the latter 
and thereby rock the throttle-actuating lover. 

12. A steam boiler and engine having a 
steam-drying apparatus consisting of a cyl- 
inder and a valve-chest inclosed in a steant- 
jacket mounted iipou and conneeting with 
the interior of the boiler, whereby the steam 
in the cylinder and valve-chest is kept hot 
and dry, a flue for the escape of tho products 
of combustion, a steam-exhaust pipe leading 
from the cylinder and opening into said flue, 
and a muffler and pressure-equalizer in said 
pipe between the cylinder and the flue, whore- 
by the exhaust of the steam into tho flue is 
made continuous instead of intermittent, and 
the steam, or particles of water condensed 
therefrom is dried and made invisible. 

13. An upright boiler, an external jacket or 
chamber secured thereto, a cylinder within 
the jacket, a throttle to control the steam-sup- 
ply for the cylinder, means to draw steam 
from a plurality of poiu ts in the boiler steam- 
spaco for the throttle-supply, and to prevent 
pjissaje of water thereto, and a connection 
between the jacket and boiler. 

14. An upright boiler, an external jacket or 
chamber secured thereto, a cylinder within 
the jacket, a throttle to control the steam-suii- 
ply for the cylinder, means to draw steam 
from a plurality of points in the boiler steam- 
space for the throttle-supply and to prevent 
passage of water thereto, and connections be- 
tween the jacket and boiler, respectively 
above and below the water-level, whereby hot 
water and steatn may surround the cylinder 
and valve-chest. 

15. An upright. boil.ev, an engine mounted 
exteriorly thereon, an external chamber or 
jacket inclosing and supporting the cylinder 
and valve-chest of the engine and located 
near the upper end of the boiler-shell, a crank- 
shaft supported on the lower portion of said 
boiler, a throttle for' the cylinder, means to 
draw steam from a plurality of points in the 
borlersteam-spacefor'the throttle-supply and 
to prevent passage of water thereto, and a con- 
nection between the interior of the boiler and 
the jacket. 

16. A hoiler-shell, an exterior jacket, a cyl- 
inder and valvo-chost supported upon and in- 



closed in said jacket, a connection between 
the interior of the shell and the jacket, a 
throttle to control the supply of steam to the 
valve-chest and cjdindor, and means whereby 
access maybe had to the valve-chest through 
the side wall of the jacket. 

17. A boiler, an engine mounted thereon 
wholly exterior thereto, a jacket secured to 
the boiler-shell and communicating with the 
interior thereof, the engine-cylinder being at- 
tached to the jacket ends, cylinder-heads ex- 
ternally removable and adapted to be secured 
to the jacket ends and cylinder, a valve-chest 
within the 'jacket, a removable cover for an 
opening in the jacket adjacent the valve- 
chest, and a throttle to control the entrance 
of steam to the valve -chest and cylinder, 
whereby access may be had to eithe" the valve- 
chest or cylinder -while the steam in the boiler 
and in the jacket surrounding the cylinder 
and valve-chest is under pressure. 

18. Aboiler-shellhavingan external jacket 
or chamber attached to tho side thpreof and 
comprising jacket ends flanged at theirfront, 
side and rearedges, the rear flanges being at- 
tacued to the boiler-shell, and an interposed 
wall between said jacket ends and connected 
with the front and side flanges thereof, the 
ends of said walls being flanged and attached 
thereat to the boiler-shell, the whole forming 
a steam-tight jacket, a cylinder supported 
and inclosed within said jacket, and a com- 
mu#cation between the interiors of the boiler 
and jacket. 

606,659. P. E. DOOLITTLE, Toronto. 
Canada. Water-jacket for Vehicle 
Brakes. Filed Julv 8, 18^7. Patented 
July 5, 1848. Serial No. 643.896. (No 
model > 

My invention relates to wdtev-jackets for 
vehicle-brakes, and has for its object the pre- 
vention of the accumuhitionof heat at the 
point of application of the brake, thereby ob- 
viating the danger of overheating the parts 
and destroying the frictional material that 
may bo employed. ' 

i. The combination iu a vehicle, of fric- 
tional brake contact-surfaces, with a water- 
jacket adjacent to said surfaces, a water sup- 
ply and jacket and, supply communications, 
whereby the heatengenderedby theoperation 
of said surfaces produces a.water circulation 
for cooling said ;iurfaces,"sub3tantiallyas de- 
scribed. 

2. In a vehicle provided with alternating 
rotatable and non - rotatable friction brake- 
plates, and the driven support on which said 
plalcs arc carried, in combination with a wa- 
ter-jacket forming part of tlie non-rotatable 
plate, a water suppli' and circulation, and 
means for forcing said plates together, where- 
by the heat accumulated by the application 
of the brake mechanism is absorbed by the 
water circulation, substantially as described. 

3. In combination with a brake mechanism 
comprising rotatable and non-rotatable fric- 
tional contacting plates, said. -non-rotatable 
plato or plates holbw and adapted to contain 
water, a water-sniiply, and iulot and outlet 
pipes between said plate or plates and sup- 
ply, substantially as and for the purpose de- 
scribed. 

609,834. CHARLES E. ROBERTS, 

Oak Park, 111. Drive-Wheel for Motor 
Cycles. Filed Jan. 28, I8Q8. Patented 
Aug. 30, 1898. Serial No. 668,335. (No 
model . ■! 

1. The supporting and gear wheels, having 
a single hub provided with vertical flanges 
for the attachment of the spokes of one wheel, 
and overhanging flanges for the attachment 
of the spokes of the other wli eel, substantially 
as specified. 

2. The gear and supporting wheels, each 
having its own suspension-spokes, and both 
employing tho samo hub, said hub having 
separate flanges. to receive the spokes of each 
wheel, and those for one of the wheels pro- 
jecting horizontally, substantially as set forth. 

3. The combination with the supportingand 
gear wheels shown, of a hub F having over- 
hanging flanges F^'and F*forthe attachment 
of the spokes of the gear-wheel, and other 
means fortheattachiT-entof the spokes of the 
supporting-wheel, subst-'ntially as specified. 

4. A combined supporting-wheel and ac- 
tuating-geartiieretor, both provided with ten- 
sion-spokca, and ^he gear being united to the 
wheel by connecting its spokes to the hub of 
tho wheel, substantially as specified. 

5. A suspension-spoke supporting-wheel in 
combination with a suspension-spoke gear for 
driving said wheel, the spokes of both being 
joJndd to the samo hub, and the spokes of the 
gear having adjusting-turnbuckles, substarx- 
tially as anecilied. 

614,907. JOHN F. VENNER, Browns- 
ville Orf Vehicle-Propeller. Filed 



I^eb. 21, 1898. Patented Nov. 29. 1.898. 
Serial No. 671.183. (No model.) 
My invention relates to a vehicle-propeller 
adapted for use. in connection with road- 
wagons, sleds, and similar vehicles, and has 
for its object to provide a propeller which 
may bo efllcient in soft soils, particularly in 
traversing grades and for use in snow and on 
ice, the propeller consisting of a rimless wheel 
adapted tobe driven by suitable moti-e power 
and'capable of sinking into snow or other soft 
surfaces in order to attain an efficient hold, 
and also capable of engaging hard slippery 
surfaces, such as ice, to secure the maximum 
efficiency of the motor. 

1. A rotary vehicle-propeller consisting of 
a rimless wheel liaving spokes arranged at 
their inner ends upon parallel spaced lines, 
converging outwardly to intersect in a com- 
mon longitudinal jHane, and extended beyond 
said point of intei-sectiou to form transversely- 
flattened blades, substantially .is specified. 

2. A rotary vehicle-propeller consisting of 
a rimless wheel having longitudinally-flat- 
tened spokes arranged at their inner ends 
upon parallel spaced lines, converging out- 
wardly to intei"sect in a common longitudinal 
plane, and extended and twisted axially be- 
yond said point of intersection to form trans- 
versely-flattened blades, substantially as 
specifled. 

3. A votary vehicle -propeller, having a 
flanged hub, outwardly-convergent longitu-. 
dinally-flattened spokes secured at their in- 
ner ends alternately to the inner and outer 
flanges of the hub, and intersecting in a com- 
mon longitudinal plane, and a spacing-brace 
connecting the spokes at their points of in- 
tersection, said spokes being ex tended beyond 
the spacing-brace and turned or twisted ax- 
ially to form transversely-flattened blades, 
substantially as specified. 

620,439. LOUIS M. GAUTIER, St. 
Malo, France. Mechanical Movement. 

Filed Oct. 14, 1898. Patented Feb. 28, 
1899. (Serial No. 693,516. (No model.) 
My invention relates to a motor-car which 
is so geaied as to allow of transforming by 
means of combined pitmen, crank-shafts, and 
cam-grooves reciprocating rectilinear motion 
into continuous circular motion and also of 
varying the speed and the direction of rota- 
tion by means of a particular clutch. Tho 
said gearing,or rather transmission of motion, 
as there are neither sprocket-chains, nor cog- 
wheels, nor pulleys, is as applicable to various 
devices or machines as to motor-cars, motor- 
cycles, and tricj'cles, and I reserve to myself 
the right of using any suitable arrangement 
for each of such applications. In particular 
I hereinafter describe and show in the accom- 
panying drawings tho construction of a mech- 
anism intended for operating a motor-car- 
riage. The said mechanism is essentially 
characterized by the use of grooves or cams 
of curvilinear polygonal profile rotated by 
sets of rollers (operated by connecting-rods) 
rotating within their perimeter and by the ■ 
use of friction-wheels transmitting the rota- 
tory motion between two clutch-cups, the va- 
riation in the relation of transmission being 
obtained by the greater or less inclination 
of the friction-wheels toward the axes of the 
33'^stem. 

1. A mechanical movement, comprising a 
drive-shaft, a cup mounted to rotate with said 
shaft, a loose cup coaxial witb the said rota- 
table cup, rollers arranged between the said 
cups, and engaging both of them, to rotate 
one cup in the opposite direction to the other, 
a driven shaft, and a clutch movable upon 
the driven shaft and adapted to engage either 
one of two clutch-surfaces rigidlv connected 
with the said cups. 

2. The combination of the driving member 
and driven member facing each other and ro- 
latable about the samo axis, the transmission- 
rollers located between said members and 
engaging both of them, said rollers being 
mounted to rotate about axes converging to- 

:fard a i)oint of tho axis of said members, 
bearings iu which said rollers are mounted, 
said bearings being mounted to swing so as to 
cause the axes of the rollers to move in planes 
axial with respect to the said rotatable mom- 
oers, tho bearings of the several rollers being 
arranged along the sides of a polygonal figure 
sarrounding the axis of the drivingand driven 
members, and the adjacent ends of the bear- 
ings meshing into each other, whereby the 
bearings are operatively connected to move 
in unison, and means for adjusting said bear- 
ings. 

3. Tho combination of the-driviug member 
'.md driven member facing each other and ro- 
tatable about the same axis, the transmission- 
rollers located between said members r.nd 
engaging both of them, said ryllers being 
mounted, to rotate about axes converging to- 



MISCELLANEOUS- 



677 



ward a point of the axis o£ said membera, 
bearinga in wiiich said rollers are mounted, 
said bearings being mounted to swing so as to 
cause the axes of the rollers to move in plane? 
axial with respect to the said rotatable mem- 
bers, an operative connection between the 
bearings of the several rollers to cause them 
to move in unison, a hollow adjusting-shaft 
for turning said bearings, a elntch-shaft pass- 
ing independently through the adjusting- 
shaft and provided with a crank member, and 
a clutch operated bythecrank member of the 
clutch-shaft and adapted to engage either the 
driving member or the driven member. 

4. The combination of the driving membei 
and driven member facing each other and ro- 
tatable about the same axis, the transmission- 
rollers located between said members and 
engaging both of them, said rollers being 
mounted to rotate about axes converging to- 
ward a point of the axis of said members, 
bearings in which said rollers are mounted, 
said bearings being mounted to swing so as to 
cause the axes of the rollers to move in planes 
axial with respect to the said rotatable mem- 
bers, an operative connection between the 
bearings of the several rollers to cause them' 
to move in unison, a hollow adjusting-shaft 
for turning said bearings, a clutch-shaft pass- 
ing independently through the adjusting- 
shaft and provided with a crank member, a 
pinion upon the adjusting-shaft, a rack en- 
gaging said pinion, a bearing in which the 
rack is mounted to slide, a sleeve monnte'd to 
turnupon the bearing of the rack and pro- 
vided with a gear engaging a pinion nppn the 
olntch-shaft, a support rigid with said sleeve, 
a clutch-lever pivoted upon said support so 
as to swing in a plane longitudinally of the 

■ rack, said lever engaging the rack to movf 
the same, and a clutch operated by the cranl 
member of the clutch-shaft and adapted to en- 
gage either the driving member or the driven 
member. 

5. A mechanical movement comprising a 
driven shaft, a polygonal cam thereon, driv- 
ing pins or rollers engaging said cam at op- 
posite sides of its axis, rotatable supports 
carrying said rollers and likewise located ao 
opposite sides of the cam's aris, the distances 
of the pips from the axes of their *'espective 
supports being equal, and means for rotating 
said supports in unison. 

6. A mechanical movement comprising a 
driven shaft, a polygonal cam thereon, driv^ 
iug pins or rollers engaging said earn at op- 
posite sides of its axis, rotatable supports 
carrying said rollers and likewise located au 
opposite si(?es of the cam's axis, the distances 
of the pins from the axes of their respective 
supports being equal, crank-pins npon said 
supports, apitman for driving said supports, 
and a rod connecting the crank-pins on op- 
posite sides of the driven shaft, said rod hav- 
ing a clearance for the passage of said shaft. 

622,236. CHARLES M. JOHNSON, 

New York, N. Y. Driving-Wheel for 

Motor Vehicles. Filed Apr. 19, 1898. 

Patented Apr. 4, 1899. Serial No 678,194. 

(No model.) 

My invention relates to driving and other 
ffheels for road motor- vehicles and ordinary 
wheeled vehicles; and it comprises means for 
preventing said wheels from skidding or slip- 
ping, which means is capable of being put 
into and out of action at the will of the per- 
son in charge of the vehicle. 

1. A wheel having a groove in its periphery, 
a link hinged to said wheel and adapted to reg- 
ister with said groove, and means for throw- 
ing said link in and out of engagement withl 
said groove. 

2. A wheelhavlnga groove in its periphery, 
aspring-pressed link hinged to said wheel and 
adapted to register with said groove, and 
means for tbrowii>g said link in and out of en- 
gagement with said groove. 

3. A wheel having a groove in its periphery, 
alinkUnged to said wheel and adapted to reg- 
ister with said groove, a pivoted lever, and a 
pin carried by said lever for engaging with 
said link to move the latter. 

4-. Awheelhavingagrooveinit-s periphery, 
alink hinged to said wheol and adapted to reg- 
ister with said groove, an arm projecting from 
said lever beyond the latter's pivotal point, a 
&npport,a lover i)ivoted to said support.iTu id e'' 
carried by said support, pins mounted in said 

■ guides and connected with said lever on op- 
posite sides of the latter's pivotal point and 
adapted to engage with said link and with 
said arm to mpve the said link in and out of 
engagement with said groove. 



DESIGNS. 



26,523. HENRY G. MORRIS and 

PEDRO G. SALOM, Philadelphia, Fa. 

Design for Vehicle Body. Filed Sept. 

30, 1896. Patented Jan. 12, 1H97. Serial 

No. 607,501. Term of Patent. 14 years. 

The essential feature of the design is the 
portion of substantially the shape shown in 
the drawings and projecting in advance of 
the main body of the carriage. 

A is the main body of the carriage. B is a 
projecting portion extending over the front 
axles, and above this projecting portion is a 
seat-section D, the whole forming the design, 
as clearly illustrat-ed in the accompanyins 
drawings. 

The design for a carriage-body as herein 
described and as shown In the accompanying 
drawings. 



26,524. HENRY G. MORRIS and 
PEDRO G. SALOM. Design for Vehicle 
Body. Filed Sept. 30, 1896. Patentee 
Jan. n, 1897. Serial No. 607.502. Term 
of Patent. 14, years. 

The essential features of the design are the 
I'earwardly- projecting portiou back of the 
main body of the carriage and the operator's 
seat mounted thereon. 
■ A is the main body of the carriage, having 
the seat portion a and ^he hood o? and the 
floor-section a'. 

i3 is a rearward ly-oxtending quadrangular 
section, and mounted on this section is a seat- 
section E, the whole combined giving the ef 
feet as shown in the accompanying drawings.. 
The design for a carriage-body as herein de- 
scribed and as shown in the accompanying 
drawings. 



27,663. HIRAM P. MAXIM, Hart- 
foid, Conn. Design for a Running-Gear 
Frame- Filed Aug. 6, 1897. Patented 
.Sept. 21. 1897. Serial No. 647,379. Term 
of Patent. 14 years. 

This invention relates to that portion of a 
v^ehicle which is intermediate the wheels and 
the body and is generall}' known as the "run- 
ning-gear frame; " and it consists in the novel 
form or shape therefor, as herein set forth. 

As seen in side elevation, theframepresents 
to the oye two bars a and h, which are arched 
upward somewhat and are crossed at inter- 
vals by bands c c. The end portions of the 
lower bar h curve downwardlyaway from the 
bar a and are joined, respectively, to a pend- 
ant d from one extremity of the bar a and a 
pendant e from the other extremity. The 
pendant e is longer than the pendant d and 
extends below tho point of union with the 
bar h. The front portion/, between the pend- 
ants e e, presents to the eye an inverted arch 
of large radius. 

The design for a runcing-gear frame for a 
vehicle, substantially as shown and described, 



TRADE-MARKS 



25,005. CENTRAL CYCLE MANU- 
FACTURING CO., Indianopolis, Ind. 
Trade-Mark for Bicycles, Sulkies, Road- 
carts and Lignt or Pleasure Vehicles. 
Filed May 24, 1894. Patented J\ily 10, 
1S94. 

This trade-mark has generally been ar- 
ranged, as shown in the accompanying fac- 
simile, within a rim or border representing 
the tire of a bicycle wheel, with lines extend- 
ing from said rimor border in toward the cen- 
ter substantially like fragments of the spokes 
of a wheel, and npon said rim at the top said 
company usually place its trade-mark, "Ben- 
Hnr," with the word "Bicycles" on said rim 
at the bottom. These particulars, however, 
may be omitted, or changed, at pleasure, with- 
«nt altering the character of said trade-mark, 
the essential feature of which is a pict6rial 
representation of a chariot race. 
Thi.s trade-mark has been used in the busi- 



ness of this corpolalibn since abont May 12, 
1894. 

The class of goods to which this trade-mark 
is appropriated is vehicles, and the particular 
description of goods comprisoJ in said class, 
on which said trade-mark is used, is bicycles, 
sulkies, road carts, and light or pleasure ve- 
hicles. 

It is the practice to engrave or stamp the 
ti-ade-mark npon labels or plates which are 
afterward attached to the vehicles, and to 
print it on circulars, catalogues, advertise- 
ments and other printed matter pertaining to 
the same. 
27,91b. L. STRAUS & SONS, New 

York, N. Y. Trade-Mark for Bicycles, 

Velocipedes and Horseless Carriages, 

their Parts and Attachments. Filed 

Feb. 10, 1896. Patented Mar. 3, 1896. 

Our trade-mark consists of the words "The 
Straus." These have generally been arranged 
as shown in the accompanying fac-simile, in 
which they appear in plain block capitals, 
printed in black, in a horizontal line; bui 
Jther form.s of type may be employed, or the 
ivords may be diUerently arranged or colored, 
or used in connection with a suitable design 
or appropriate descriptive matter, or the pre- 
fix "The" maybe omitted, without materi- 
ally altering the character of the trade-marli, 
the essential feature of which is the word 
"Straus." 

This trade-mark has been used in businesi 
by us and those from whom we derived our 
title since January 1, 1890. 

The classof merchandise to which this trade- 
mark is appropriated is vehicles: and the 
particular description of goods comprised in 
such class upon which it is used by us is 
bicycles, velocipedes, horseless carriages, and 
their parts and attachments. 

It is our practice to apply the trade-mark 
to the articles designated either directly or 
'yy means of suitable labels, upon which it is 
produced in color. 

The trade-mark is furthermore used upon 
printed matter and stationery employed in 
the sale and introduction of the goods. 

28,462. GROUT & GROUT, Orange, 
Mass. Trade-Mark for Bicycles, Tri- 
cycles and all Vehicles Propelled by 
Motive Power. Filed May 13, 1896. Pat- 
ented June 23, 1896. 

Our trade-mark consists of the words ' ' New 
Home." The style of, lettering is unimpor- 
tant and may be changed at pleasure withoat 
nateriallyaffectingthecharacterof our trade- 
nark, the essential feature of which is the 
ivords "New Home." 

This trade-mark has been used continuously 
by us since May 14, 1895. 

The class of merchandise to which this trade- 
mark is appropriated is vehicles, and the par- 
ticular description of goods comprised in said 
class upon which we use it is bicycles, tricy- 
cles, and all vehicles propelled by motive 
lower. 

It is our practice to apply our trade-mark 
,0 the vehicles by means of plates, on which 
t is printed or stamped and sometimes painted 
.n the vehicles. 

'9,695. LUTHER G. BILLINGS, New 
York, N. Y. Trade-Mark for Bicycles, 
Tricycles and Motor Carriages. Filed 
Feb. 11. 1897. Patented Mar. 9, 1897. 
Hy trade-mark consists of the word "Ple- 
iad." This has generally been arranged, as 
shown in the accompanying facsimile, in con- 
nection with a circular figure consisting of 
two commas placed side by side conversely, 
as shown. The commas have been of con- 
trasting colors, jsually silver and gold, with 
the word "Monad" above in plain block let- 
tei-s; butthestyleof letteringisunimportant, 
and the figure may be varied in Color or omit- 
ted at pleasure without materially affecting 
ihe character of my trade-mark, the essen- 
'ial feature of which is the word "Mot^ad." 
This trade-mark I have used continuously in 
my business since Januaiy 6, 1897. 

The class of merchandise to which th is trade- 
mark is appropriated is light vehicles, and the 
particular description of goods comprised in 
such class upon which I use it is bicycles, tri- 
cycles, and motor-ca' riages, with the parts, 
tools, and accessories included in such line of 
business. 

It is my practice to apply my trade-mark 
as a name-plate secured to the frame of the 
vehicle in a conspicuous place aud to stencil 
or otherwise produce it upon the crates, 
boxes, and packages in which the bicycles 
and parts are shipped. 



INDEX, 

Number, Name, and Date of References Cited in Examination of 
Applications. Where no references appear, none were cited. 

(P.) indicates Design; (R.) Reissue; (T. M.) Trade-Mark. 



610 



593 



Plate Claim 
ABERCROMBIE .James H.See Ames, Leonard. 
571,964. 
ADAHS, Janes F. Steering Mechanism.. 416 657 

Harrold.and Pfriiimer,560,139,May, 
12,1886. 

Kramer, 520, 688, May 29,1894. 
288,753. 
AITKEN, Robert W. Brake for Traction 

Engines 312 

D'Homergue, 10, 336, Deo. 20,1853. 

3,348(l877)Eng. 

Lighthall, 847, 203, Sept. 20, 1881. 
20fi,759. 
AlFORD,mm.D. Portable Engine Truck. 262 

Ball,95,968,0ot.l9,1869. ' 

Sohofield,187,917,Feb.27,1877. 
115,802. 
AliGER, Francis. Steam Carriage for 

Common Roads., :. 36 482 

336,372. 

ALLDRIDGE, Arthur H. Velocipede 52 488 

l,217(1876)Eng.- 

1 1, 873 ( 1846 )Eng. 

88(l854)Eng. 

1, 467 ( 1855 )Eng. 

2,899(1867)Eng. 

669(l876)Eng. 
533,405. 
ALLEN,Arthur M-Road Vehicle 164 542 

McDougal,89,783,May 4,1869 

Merrill, 249, 853, Nov. 8, 1881. 

Kempster, 305, 198, Sept. 16, 1894. 

French,224,415,Feb.l0,1880.- 

Straight,106,961,AUg.3,1870. 

Crov/ther,218,939,Aug.26,1870. 

Elam, 95, 098, Sept. 2,1869. • 

1, 680 ( 1882 )EnE. . 

Fowler,248,441,0ct.l8,1881. 

Maltby, 110 ,057 ,0ec. 13, 1870, 

Blood, 211, 959, Feb.4, 1879. ' 

Guild, 94, 837,June 1,1869. 

Leigh qjid McDowell, 4, 998, Dec. 19, 
1876. Eng. 

Thomson, 10, 990, Dec. 10, 1845. Eng. 

Allen,100,244,Mar. 1,1870. 

60&(l884)Eng. 

E Iwood, 253 , 023 , Jan. 31 , 1882. 

Atkinson, 202, 395, Apr. 16,1878. 

Allen, 103, 957, June 7,1874. 

Burr, 288, 311, June 1,1880. 

Maddln,395,284,Dec.25,1888, 

Morris, 238, 245, Mar. 1,1881. 

Fletcher, 6, 108, Dec. 2 1,1888. Eng. 

Farries,ll,841,Aug. 19, 1847. Eng. 

Foiguson,513,Jan.3,1884.Eng.' 

Charsley,2,451,Aug.l7,1869.Ens. 

Sibree aiiA Stenson,4,817,0ct.l0,1883.Eng. 



Plate Claim 

Wiard,854,082,Feb.21,1882. 

Trautmann , 248, 531 ,Aug . 18 , 1881. 

Badlam and Southwick, 269, 373, Dec. 19,1882. 

Williams, 305. 727, Sept. 23, 1884. 

Blanchard,33,292,Sept.l7,1861. 

Freldrich, 16,179.Ger. 

Beaumont, 91, 702, June 22,1869. 

Amess,251,S98,Dec.27', 1881. 
281,265. 
ALLONAS, Joseph. Portable Engine 267 595 

Alger, 115, 808, J\me 13,1871. 

Rogers, 173, 498, Feb. 15, 1876. 

Lake, 105, 956, Aug. 2, 1870. 

Strickland, 64, 922, May 21,1867. 

Hawkee, 1,177, Apr. 19, 1872. Eng. 

Interference with airplication of 
Fairchlld and Cooper. Decision 
favorable to Allonas. 
221,266. 
ALLONAS, Joseph. Portable Engine. 268 595 

In re-interference with application 
of Fairchlld arfl Cooper , decision 
favorable to Allonas. 
614,781. 
ALTHAM, George J. Vehicle 200 564 

Br ewer, 3 12, 960, Feb. 24, 1885. 

Kooning, 507, 370, Oct. 24, 1893. 
320,343. 
AMES, Albert C. Traction Engine 331 617 

Olmsted, 127, 507, June 4;i872. 

Burdett,234,868,Feb.24,1880. 
500,544. 
AMES, Albert C. Driving Mechanism for 

Road Vehicles 397 848 

Bridenthal,35l,733,Nov.2,1886. 

Snow, 261, 568, July 25,1882. 
402,881. 
iMBS, Leonard and Aberorombie, James 

H. Geajing for Traction Englnes368 655 

Cope, 332, 589, Dec. 15, 1885. 

Wortmanh,93,030,July 87,1869. 

Pertny,203,760,May 14,1878. 
513,859. 

ANDERSON, Carl G. Electrically Propel- 
led Drive Wheel 123 525 

Beers i481, 646, Aug. 30, 18£2. 

Adams, 300, 827, June 24,1884, 

Speer,339,494,Apr.6,1886. 

Vaaderpoele,458,871,Sept. 1,1891. 
538,574. 
ANDERSON, Gustaf A. Traction Engine. 406 863 

Frlck, 843, 881, July 5,1881. 

Penney, 334, 978, Jan. 86, 1886. 

Cowper,l,988,A\ig.5,1863.Eng. 
559,561. 
ANDREWS, Aretaa B. Automatic Vehicle 

and Motor Power 31 480 

Pfautz, 357, 289, Feb. 18,1887. 

Pfautz, 490, 983, Jan. 3 1,1893. 

Jenne,287,939,Nov. 6,1883. 

Cayce, 107, 281, Sept. 13n, 1870. 

Butler, 537, 670,Apr. 16, 1895. 



680 



INDEX 



Plate C 
282,944. 
ANGELL,Rans<nii S. Traction Engine.. 309 

Brooks, 196,331, Oct. 23, 1877. 

Clark, 194, 956, Sept. 11,1877. 

Luce, 158, 595, Jan. 12„ 1875. 
314,285. 
ANGELL, Ransom S. Traction Engine,. 328 

Angell, 282, 944, Aug. 14,1885. 
• Miller, 227, 441, May 11,1880. 
571,326. 
ANGELL, Bans om S. Traction Engine... 416 

Thompson, 374, 016, Nov. 29, 1887. 

382,311. 

ANNIN, Bryant W. Locomotive Veloci- 
pede 25 

Berr el 1,329, 003, Oct. 27, 1885. 
168,955. 
ANNIN, James B. Differential Gear 

for Traction Engines 255 

Gauntt,91,929,June 29,1859. 

Dalley,152,280,june 23,1874. 
APPKRSEN, Elmer,. See Haynes,Elward. 

352,385. 

APPLEGARTH,William. Road Engine 347 

Morgan, 7, 427, June 11,1850. 

Mann, 26, 195, Nov. 22,1859. 
335,497. < 

ARNOLD, Bion J. Traction Engine.,.. 341 
Debes, 267, 405, Nov. 14, 1882. 

Frick,258,401,May 23,1882. 

2,186,(1873) Eng. 
594,511. 
AUBLE , James H. Motor Mechanism for 

Horseless Carriages; 184 

Wlllett,418,328,Dec.31,1889. 

120,611. 

AVELING, Thomas. Construct ion of 
Portable Locomotive and 

Traction Engines 446 

228,588. 

AVELING, thomas. Road Engine 274 

Aveling & Grieg. 4,598,(1878) Eng, 
537,263, 
AVKRY, Robert H.Road Engine 405 

Yoch, 269, 496. Dec. 19, 1882. 

Buck land, 32 1,0 05, June 30,1885. 

Elward, 236, 565, Jan. 11,1881. 

Giddings,330,576,Nov.l7,1885, 

Blessing, 113, 841, Apr. 18, 1871. 

Palmer, 293, 066, Feb. 5, 1884. 



laim 
608 



657 

477 
590 

624 

621 

555 

669 

597 

652 



B 



BABBITT, B.T. See Holske,William. 

26,466, BAILEY, J 

BAILEY, John H. Traction Engine.... 233 583 

28,955. 

BAKER, C.H. Traction Wheel 234 583 

532,016. 

BAKER, Henry C. & Elberg,John R. 
Electrically Propelled Vehi 
cle 

Jasper, 426, 384, Apr. 22, 1890. 

Libbey,438,010,0ct.7,1890. 

Bibb. 127, 143, May 28,1872. 

Huntington, 411, 196, Sept. 7, 1889. 
583.018. 

BAKER, Hurbert C. Motor Vehicle.. 
Duryea,340,648,June 11,1895. 

Thompson, 374, 016, Nov. 29, 1887. 

Clark, 430, 83 3, June 24,1890. 

Bolee, 239, 432, Mar. 29, 1881. 

Jacobs on, 528,598,Nov. 6, 1894. 

Britz,421,902,Feb.25,1890. 

Gillett,493,082,Mar.7,1893. 



124 525 



176 550 



Plate Claim 

Hart, 417, 419,Dec. 17, 1889. 

Hirst, 440, 035, Nov.4, 1890. 
120,846. 
BALDWIN, Nathaniel B. Propelling 

Power 246 587 

139,997. 

BALL, David H. Traction Engine.... 37 482 

Hall, Mar. 31, 1857. 

Flit, Feb.28, 1871. 
573,174. 
BALZER, Stephen M. Motors or Engines 74 495 

Millett,S,199,Mar.26,1889.Eng. 

Tower, 535, 605,Mar. 12,1895. 

Solano, 424, 659, Apr. 1,1890. 

Tubbs,428,656,May 27,1890. 

Moor 6,282,753, Aug. 7, 1883. 

High, 54 1,85 6, July 2,1895.. 

Butterworth & Arnold, 32, 749, July 9,1861. 

Eells,184,598,Nov.21,1876. 

Kellogg, 248, 758, Oct, 25, 1881, 

Tuckwood,323,546,Aug.4,1885. 
280,999. 
BANDELIER, Louis E. Traction Engine 308 607 

Elward, 253, 025, Jan. 31,1882. 

Stribling, 259, 600, June 13,1882. 

Birdsall,268,609,Deo.5,1882. 
168,600. 
BANGE,John B. Road Engine. 447 669 

Hals tead, 119, 138, Sept. 19, 1871. 
45,130. 

BARNETT,G.W, Traction Wheel 236 584 

236,757. 

BARR,Safliuel S. Traction Engine.... 280 599 

Aye ling , 120 , 611 , Nov. 7,1871. 

Harris,222, 352, Dec. 9,1879. 
618,244, ■■ 
BARR, William C. Motor Vehicle Truck 206 570 

Battles, 423, 720, Mar. 18,1890. 

Htintei',425,077,Apr.8,1890. 

Kelly & Dieter,336,649,Feb.25,1886. 

BuchansJi, 499, 514, June 15,1893, 

Blward, 253, 023, Jan. 3 1,1882. 

Peters, 363, 415, May 24,1887. 
26,074. 
BARRANS,Joseph,Traction Wheel ... 232 585 

Rowley, June 13,1854. 

Stillwell,Dec.2,1851, 
564,584, 
BARROW, Charles W,Motor Vehicle.... 126 526 

Jasper , 426', 384 , Apr .22,1890. 

Shirr in, 12,455, ( 1888)Eng. 

Hancock, 194, 870, Sept. 4, 1877. 
Edward, 256, 565 ,Jan. 11,1881. 
5 67,445. 

BARROWS, Charles H. Motor Vehicle, , 127 526 
592,682. 
BARROWS, Char les.H.Motor Vehicle.. . 131 528 

Barrows, 5 67, 445, Sept. 8, 1896. 

Barrows, 564, 584, July 28,1896, 

Jasper, 426, 384,Apr. 22, 1890. 

Perry,415,790,Nov.26,1889. 
382,857. 
BATTER, Frank, Traction Engine..... ^363 630 

Stith, 138,707,May 6,1873. 
552,312, 
BATTEY, Sumter B. Motor for Bicycles 66 491 

Millet, 5, 199,Max 26 1889. 

Hobbs, 460, 070, Sept. 22, 1891. 
423,720, 
BATTLES, Rush S. Tranrwajy Locomotive 373 R36 

Crenzbaur , 173 , 164, Feb. 8, 1876. 

Ober ,332 , 759 , Dec. 22 , 1885. 
75,348, 
BEAN.NehemiaJi S. Self Propelling 

Engines • 259 584 

157,904. 

BEA»,Nehemiah S.Self Propelling 

Engines 252 589 



INDEX 



681 



187,348, "^*^ =>^^ 
BECK, Robert M.Mounting for Port- 
able Engines ' 258 592 

zanders, 123, 757, Feb. 13,1878. 
605,070. 

BECKER, John E.M. Vehicle Wheels... 138 551 
452,592. 
BECKNER, James. Tract ion Engine.... 382 640 

GilBtr op, 360,875 ,Apr . 12, 1887. 

Seeleg, 164, 222, June 8,1875. 

Schofield. 187. 917. Feb.27. 1877. 

Robinson, 311, 530, Feb. 3, 1885. 

Pierce , 274,024 ,MB,r. 13, 1883. 

Hussey , 207 , 524,Aug. 27 , 1878. 
233,396. 

BEEGERjKarl. Velocipede. 14 474 

576,538, 

BELLAMY, Chas.H. Bicycle 112 519 

Millett,5,199,(1889)Eng. 

Rockwell, 498, 888, June 6,1893. 

Chris ten, 7, 771, Dec. 14, 1893. Swiss. 

Klammer ,77,305,Sept.27,1894.Ger. 

Alldridga,336,372,Feb.l6,1886. 

Buell, 331, 27b, Dec. 1.1885. 

i;d\vards,17,819,0ct.l7,la91.Eng. 

Haab, 4, 479,Aug. 13,1879. Ger. 
605.845. 
BELANGER, Victor, Speed Mechanism. .. 195 560 

Jenkins , 297 ,407 , Apr . 22 , 1884. 

Beekinan,550,938,Dec.l0 1895. 

Beekman,553,826,Feb. 4,1896. 

Stoddard, 363, 859,May. 31, 1887. 

Scharf berg, 210, 969, Dec. 17, 1878. 
618,637. 
BENIER.Leon.Motor Vehicle 807 

Twiohell,610,503,Sept.6,189e. 

Preto't,, 85 , 221, 1896. Eng. 
249,451. 
BENSON, Benjamin S. Traction Engine 286 

Miller', 23, 853, May 3,1869. 

Benson, 217, 509, July 15,1879. 

Stevens & Pitcher, 4, 908, Dec.28, 1846. 

Lake, 105, 956, Aug. 2, 1870. 
334,333, 
BENSON, Benjamin S. Traction Engine 337 

Benson, 251, 51S,Deo. 27, 1881. 

Bens on, 2 17, 50 6, July 15,1879. 

Benson, 249, 451, Nov. 15,1881. 

Taylor, 66, 264. July 2,1867. 
385,087. 

BENZ,Carl. Self Propelling Vehicle 56 
,586,798. 

BENZjCarl, Driving Gear for Velo- 
cipedes , 57 

389,003. 

BERRELL, George B. Spring Propell- 
ing Vehicle 80 

BERSEY,Walter C. See BROUGHAM, Regi- 

iiald* 
638,763. 
BEST, Andrew W. Motor Vehicle 468 

Jones , 17, 970, Aug. 11, 1857. 

Clark, 430, 833, June24, 1890. 
421,884. 

BEST, Daniel, Steering Wheel car- 
riage...^ 572 

Basbrouck,402,322,Apr.30,1889. 

Hazen,llS,767,Apr.l8,1871. 

Leach, 95, 516, Aug. 3, 1869. 

Remington,377,274,Jan.51,1888, 
436,951. 
BEST, Daniel. Traction Engine 378 

Elfers, 244, 117, July 12,1881. 

Remington, 377, 274, Jan, 31, 1888. 

Price, 419, 284, Jan. 14, 1890. 

Kelly & Dieter, 307, 398, Oct.aS, 1884. 

Pierce, 274, 084 ,Mar.l3, 1883. 
602,594. 
BEST.Danlel. Oil Tapor Engine 92 505 



570 



600 



620 



489 



489 



475 



674 



636 



658 



Plate Claim 

Worth, 559, 017, Apr. 28,1896. 

Felster, 324, 244, Aug. 11,1885. 

Claussen,429,085,May 27,1890. 

Neuert, 474, 183, Mar.3, 1898. 

Hamilton, 21, 120, Nov. 7,1895 

Hesketh, et al, 12, 469, July 22,1891. 

Charter, 455, 388, July 7,1891. 

Weatherhogg, 480, 535, Aug. 9, 1898. 

Bar rans, 86, 074, Nov. 8,1859. 

Duryea, 540, 648, June 11,1895. 

Felster, 524, 244, Aug, 11,1885. 
127,145. 
BIBB,Wm.C. Traction Engine 848 587 

Barnett ,45 ,130 ,»on. 28, 1864. 
29,695. 

BILLINGS, Luther G. Trade mark for 
Bicycles, Tricycles & Mo- 
tor Carriages 472 677 

888,763. 

BIRCH, John E. Traction Engine 512 610 

Edmands,219,452, Sept. 9, 1879. 

Haloomb,219,958,Sopt.23,1879, 

Reeder , 154,519,Aug. 85, 18.74. 

Miller, 83, 853, May 3,1859. 

Halloway,28,475,May 29,1860. 
585,251. 
BIRD,Henry R. Motor Vehicle....... 81 499 

Gibson,3e4, 146, June 5,1888. 

Connelly, 426, 985, Apr. 89, 1890. 

Buell & Bloomfield,184,327,Mar.5,1878. 

Matter, 479, 915, Aug. 8,1871. 

Smith, 856, 595, Apr. 11,1882. 

Hermance,lll,644,Feb.7,i871. 

Ball, 139, 997, June 17,1875i 

Plass, 570, 952, Nov. 10,1896, 

Pla88,571,598,Nov.l7,1896. 

Gorden St RetS8,258,533,May 23,1888. 
606,243. 
BIRD, Henry R. Motor Carriage, 192 843 

Baldwin, 120, 846, Nov. 14, 1871. 

Br identhal, 551, 733, Nov. 14,1886. 

M'arsha 11,438, 168, Oct. 14,1890. 

Ames, 500, 544, July 4, 1893. 

Harris, 495, 733 ,Apr. 18, 1893. 

Glllett,493,088,Mar.7,1893, 

Grant, 552, 757, Jan. 7,1896. 

Hermance, 4,311, (R) Mar 28 1871. 

Mot ter, 479, 915, Aug. 2, 1892. 

Boyle, 470 175. Mar 8, 1892. 

Stewart,'554, 319, Feb^ll, 1896, 

Shea, 95, 736, Oct. 12, 1869. 

Bol lee, 239, 432, Mar. 29, 1891. 

Grimme, 561, 860, July 8,1896. 

Capltalne,572,498,Dec. 1,1896. 

Thomas & Wallace,95, 165, Sept. 21, 1869. 

Lorenz,901,(i894) Eng. 

Morris & Salom, 579,890.Mar 30,1897. 

Schrader, 466, 577, July 5,189?^ 
266,345, 
BIRDSALL, Edgar M, Traction Engine 

Cooper, 218, 714, Aug. 19,1879. 
520,768, 

BIRDSALL, Edgar M, Traction Engine 
404,157, 
BIRDSALL, Edgar M. Traction Engine 

Larzelere, 300, 871, June 10,1884, 

Long, 354, 605, Dec. 81,1886, 

Stringer ,319, 344, June 8,1885, 

Smith,356,295,Jan. 18,1887, 
415,439. 
BIRDSALL, Edgar M. Traction Engine. 370 634 

Miller, 881, 900 Nov. 18,1879. 

Fairchild,830 768, Aug. 3, 1880. 
655,937. 
BLAKE, Henry H. Driving, Gear for 

Road Engines 462 

crafts, 499, 159, June 6,1893. 

Price, 320,687,June 23,1885. 

Young, 314, 906, Mar. 31, 1885, 



297 



332 



369 



604. 

617 
633 



674 



682 INDEX 



Plate Claim 

Blancharcl,Dec.28,1825. 

Aveling, 228, 588, June 8,1880, 
BLANCHARD. Thomas, Traction Wheel. . 226 582 
579,554, 
BLUM, Edward W, Gas Motor V8 497 

Vanduzen,448,597,Mar 17,1891. 

Robson, 532, 100 , Jan. 8, 1895. 

Weatherhogg,4,fl80,Mar,14,1884.Eng, 

Holland, 337,000, May 2,1886. 

Norman, 548", 922, Oct. 89, 1895, 
Dykes, 537, 122,May 14,1895. 

Hopkins, 543, 094, July 23,1895. 

Wolftauller,547,511,0ct.8,1895. 
619,505. 
B0BY,Geo.IioMotor Vehicle 210 572 

Her te 1,5 85,739, June 1,1897. 

35,296,Ger. 

Hyatt, 369, 289, Aug. 50,1887. 

Cross, 517, 439, Apr. 3, 1894. 

Duryea, 540, 648, June 11,1895. 

Duryea, 572, 051, Nov. 24,1896. 

Blessings,391,774,0ct.30,1888. 

Frick, 263, 159, Oct. 22, 1882. 
510,980. 
BOHN, Frederick W. Traction Engine.. 326 616 

Rogers, 173, 498, Feb. 15,1876. 

Schrively,174,706,Mar. 14, 1876. 

Halstaad, 119, 138, Sept, 19, 1871. 
239,432, 
BOLLEK,Amedee, Tract ion Engine 281 599 

Lecky 42, 203,Apr. 5,1864. 

Ellis, 161, 217,Mar 23,1875, 

Bridenthal,212,889,Mar.4,1879. 

Dodge, 229, 979, July 13,1880, 

Deschamps, 206, 093, July 16,1878. 

Milliken,165,681,May 25,1875. 

Harke, 62, 264,Peb. 19, 1867. 
584,666, 
BOLLEE, Fils, Amedee, Motor Vehicle 47 486 

Selden, 549, 160,Nov. 5, 1895. 

Bollee, 239, 432, Mar. 29,1881. 

Benz,385,087,June 26,1888. 

H\mter,425,077,Apr.8,1890. 

Dedion & Buton,562,289,June 16,1896. 
601,545. 

B0tiLEE,Leon. Self Propelling Vehi- 
cle 91 505 

Marshall, 488, 168, Oct. 14, 1890. 

Siekler,380,601,Apr.3,1888, 

Duryea, 540, 648, Jiine 11,1895, 

Daimler, 376, 638, Jan. 17,1888. 

Tice, 254, 072, Feb. 2 1,1882. 

Fithian,287,219,Atig.7,1888. 

Feister,324,244,Aug. 11,1885. 

Sander 8, 51 1,652, Dec. 26, 1893. 

HirBCh,Feb. 17, . 

.Ohr, 168, 117, Sept. 28, 1875. 

Bollee, 8, 506, ( 1896 )£ng. 
5Sa,271. 
BOLTON, Jr. ,Ogden. Electrical Bicycle 1?5 525 

Boynton, 553, 861, Feb. 12,1895. 
607,014. 
BOSTWICK,Chauncey B.Power Mechanism 

for Traction Engines 4S8 663 

Ingleton, 549,795,N.ov. 12, 1895. 

Towns end , 181 ,745 , Aug. 29 , 1876. 
B0UT0N,Ceorge8 T.See DeDlon, Albert •• 
470,175. 
BOYLE, Homer L. Vehicle 460 67S 

Forsyth, 101, 193, Apr. 19, 1870. 
16,044, 

BRADLEY,G, Traction Wheel 231 583 

621,483. 

BP.EWER,Wm.J.Automotor Carriage or 

Vehicle 213 575 

Lothr op, 509, 92 5, Dec. 5, 1893. 

Plllette,503,846,Aug.22,1893. 

Wilson, 554, 473, Feb. 11, 1896. 

Kenna,687,738,Aug.l0,1897. 



Plate Claim 
McCawley, 4 19, 537, Jan. 14,1890. 
Mason, 393, 7 18, Nov. 27, 1888. 
Mater, 120, 758. Nov. 7, 1871. 

Bruns , 19 , 676,Mar . 23 , 18fi8. 

Kelly 284, 640. Sept. U.18R3. 

Plagge,70,259,0ct.29,1867. 

Brews ter, 21, 286, f 1895 )En8;. 

Fisher , 21 ,708 , ( 1895 )Eng. 

J ones, 17, 970, Aug. 11, 1857. 
212,889. 

BR IDENTHAL, Harry H.Road Engine.... 264 593 
252,720. 

BRIDENTHAL, Harry H.Road Engine.,.. 288 601 
351,733. 

BRIDENTHAL,Harry H.Road Engine,... 347 624 
452,562. 
BRIGGS, Prank. Spring Propelled 

Vehicle 26. 478 

McC lure, 157, 210, Nov. 24, 1874. 

01mste;id,160,487,Mar.2,1875. 

Forsyth, 101 , 993 , Apr . 19, 1870. 

Beeger, 233, 396, Oct. 19,1880. 

Jacobs, 3 18, 118, May 19,1885. 

Herir9an,227,777,May 18,1880. 

Gar land, 511, 305, Jan. 27, 1885, 

Jenne ,287 ,939 ,Nov. 6, 1883. 

Fisher, 65, 199, May 28,1867. 
609,955, 

BR IGHTMORE .Arthur W. Steering Mechan- 
ism for Motor Vehicles. 195 561 

Peck ,595 ,203 ,Deo. 7, 1897. 

Kulage,573,334,Dec.l5,1896. 
421,902. 
BRITZ,John H. Driving Gear for 

Traction Engines... 372 635 

Bandelier, 280, 999, July 10,1883. 

Stribling, 259, 600, June 13,1882. 
298,169. 
BROOMELL, Albert P. Steering (Bear 

f^r Traction Engines,.... 318 612 

Galloway and Beckwlth,226,302, 
Apr. 6, 1880. 
307,265. 
BROMMELL, Albert P. Traction Engine 324 614 

Jones, 17, yvo, Aug. 11,1857. 

Ogden, 270, 955, Dec. 15,1881. 
602,302. 

BROUGHAM, Reginald T.D.,and Bercy, 
Walter C. Suspending Bat- 
teries on Carriages 137 550 

604,874. 

BROUGHAM,Reginald T.D.,and Bercy, 
Walter C.Safty Device for 
Electric Carriages 158 531 

Moulart , 569, 882 , Oct . 20 , 1896. 
544,636. 
BROWN,Allen M.Power Wheel 29 480 

Annin,382,311,May 8,1888. 
434,624. 

BROWN ,Corydon P. Compensating and 
Steering Gear for Road 

Engines , i 377 637 

225,560. 

BROWN, Edmund D.,and Hoag, Andrew J. 

Traction Engine 271 595 

Cooper, 218, 714,Aug. 19, 1879. 

Aveling,120,611,Nov.7,1871. 

Coolev. 193 , 850 ,Aug. 7 , 1877. 
626,483. 
BROWN, Leonard. Steering Gear 219 577 

Morris and. Salom,579,890,Mar.30,1897. 

Mueller, 582, 539,May 11,1897. 

Gillett ,493 ,082, Mar . 7, 1895. 
577,716. 
BROWN, Lewis. Motpr Vehicle 174 549 

Jones,17,970,Aug.ll,1857. 

Russell, 354 ,488, Dec. 14,1886. 

Crawford, 229, 237, June 29,1880. 

Oliver, 391, 9JA,0ct. 50. 1888. 



INDEX 



683 



Plate Claim 

Coe, 125, 809, Feb. 20, 1872. 

E Iward , 253 , 023 , Jan. 3 1 , 1882. 

Jarvis,536,4-12,Feb. 16,1886. 

Sterling, 269, 600, J\me 13,1882. 

Stewart ,484, 829, Oct. 2 5, 1892. 

Harris, 495, 733. Apr. 18,1893. 

Shadd, 555,891, Jan. 11, 1887. 

Buddenberg,266, 751, Oct. 10,1882. 

Perkins , 23 1 , 609, Aug. 24 , 1880. 

Doan, 158, 923 , Jan. 19, 1875, 
94,068. 

BROWNE, A. W.Mechanical Movement.... 12 47S 
256,120. 

BRYSON, Ryan P. Road Locomotive 290, 602 

521,005. 

BUCKLASD. Geo. G. Road Locomotive.. .. 533 617 

Prosser,110,865,Jan. 10,1871, 

Larzelere,299,484,May 27,1884, 

Robingson,15,820,Sept.S0,1856, 

Hake, 62, 264. Feb. 19, 1867, 
351,278. 
BnELL,Cliarles E. Velocipede 109 518 

Troy, 500, 270, June 10,1884. 

Telegraphic Journal and Electri- 
cal Revlew,Hov.l8,1882. 
365,788. 
BULLARD, Janes H, Steam Road Vehicle 41 483 

Webster, 88, 246, Bar. 23, 1869. 

Ball, 278, 077, May 22,1883. 
597,389, 
BULL I S,Wm.R. Gasoline Engine. 387 503 

Watson, 5 ,782, Dec. 6, 1882. Erig. 

Hut chins on, 14, 269, Oct. 20, 1887. Eng. 

Roots ,425 , 909 ,Apr . 15 , 1890. 

Schiltz,599,569,Mar.l2,1889. 

Penning ton, 23, 771, Dec, 11, 1895. Eng. 

Joranson, 574, 610 , Jan. 5, 1897. 

Carse,5l8,177,Apr,10,1894. 

PennUogton, 586, 511, July 13,1897, 
224,868, 
BURDETT,01iver H. Traction Engine.. 270 596 

Miller, 189, 258, Apr, 3, ia77, 

5,687(1876)Eng. 

Shively,174,706,Mar.l4,1876. 

Mendenhall, 144, 467, Nov. 11,1873. 

1, 177 ( 1872 )Eng. 
544,955, 
BORDICK, Alfred and Wetzel, Henry T. 

Spring Motor for Vehicles. 50 480 

Pfautz,3S7,289,Feb.8,1887,Eng. 

Moore, 225, 575, Jan. 6,1880. 

Forsyth, 101, 995, Apr. 19,1870, 

Pugh,502,671,July 29,1884. 

Roger s ,424, 903 , Apr. 1 , 1890, 

Hewman,502,597,Aug. 1,1803. 

Berre 11, 529, 003, Oct. 27, 1885. 

Lybe et al, 466, 893, Jai..l2, 1892, 

Brig'gs,452,562,Hay 19,1891. 

Herrington,525,658,Jv.ly 24,1894, 
477,756, 

BORGBH, Franz, Application of Differ- 
ential Power. . . 162 541 

505,814. 

BURCROFF, Frank. Gear for Portable 

Engines 402 650 

Robinson,311,550,Feb.5,1885, 

Durphy, 172, 916, Feb. 1, 1876. 

Miller, 165, 854,July 20,1875, 
BURKE, Martin.See Ross, John D, 
127,219, 
BURNER, Allen C, Mechanical Movement 154 558 

Plumb, 70, 607HOV. 5,1867. - 
524,749, 
BURROUGHS, John W, Velocipede....... 20 478 

Garland, 311, 505 ,.;'uly 27,1885. 

Forsyth, 101,995, Apr. 19, 1870. 

Umstead,160J487,Var.2,1875. 

Flack, 167. 617. Sert. 7. 1875. 



Plate Claim 
BUSH, Joseph. Sea Clough,John. 
259,814. 

BUSHNELL, Newton W.Traction Engine.. 395 602 
552,220. 
BUSHNELL, Henry. Axle Joint ror Road 

Engines 547 634 

Doan, 158, 925, Jan. 19,1875, 
jarviB,556,412,Feb,16,1886, 
116.151. 
BUTTON, Lysander * Theodore E, Steam 

Fire Engine 245 586 

Perrine * Stewart ,47,550, Apr, 18,1865, 



617 



672 



495 



94,596, 

CAH00N,Cha8,W. Locomotive 240 585 

Lighthall,Apr, 11 , 1842. 
415,496. 
CALLAHAN, Ellery E, Traction Engine 570 654 

Long, 564, 605, Dec. 2]., 1886. 
625,651, 
CAMP, Theodore, L. Fifth Wheel for 

Elect:rical Vehicles, 149 S3S 

Mueller, 582,S39,May 11,1897. 

Maxim, 594,806, Nov, 50, 1897. 

Baker, 585, 018,May 25,1897. 

Duryea, 540, 648, June 11,1895. 
517,722. 

CAMPBELL, Howard, ft LAND, Horatio N. 
Platform for Traction 

Engines 550 

CAMPBELL Howard See LAND, Horatio. 

563,587, 

CANFIELDjC.G. Vehicle Wheel 456 

McGowan, 189, 518, Apr, 10.1877, 

994, ( 1886 )Eng, 

Mathanson,26S,067,Aug,22,1882. 
572,498. 
CAPITAINE.Kmil. Motor Vehicle 74 

Marshall ,458, 168, Oct, 14, 1890. 

Bridenthal,S61,753,Nov,2,1886. 

Kelly ft Dieter,406,403,0ct.l4,1884. 

Brldenthal,252,720,Jan,24,1882. 

Doan,397,976,Feb. 19,1889, 

Baldwin, 120, 846,Nov. 14, 1871. 
CAREY, E,H, See Goodhue ,D,F, 
195,702. 
CARR,John C, Road Engine 261 

Barrans,26,074,Nov.8,1859. 

Olmstead, 127, 507, June 4,1872. 

Bradley, 16,044, Nov, 11,1856. 
620,735. 
CASFMnRE.Geo. Traction Engine,,,,. 440 

Duryea, 540, 6"48,Jvine 11,1896. 

Quast, 521, 988, June 26,1894. 

Jones, 475, 843, Apr. 26,1892, 

Parrell, 515,775, Jan, 50, 1894. 

iBdward,529, 155, Oct, 27, 1885. 

Laird, 299, 251, May 27,1884, 
CATOIS, Ernest See Draulette,Edmond. 
25,005. 

CENTRAL CYCLE MFGR.Co, Trade Mark 
for Bicycles, Sulkies, Road 
Carts ft light or Pleasure 

Vehicles 472 677 

367,978, 

CHAMBERLAIN, Hanasseh A. Traction 

Engine 565 627 

Bailey,26,466,Dec,20,1869. 

Bibb, 12 7, 143, May 28,1872. 

Carr, 195, 702, Oct, 2, 1877. 

Baldwin, 120, 846, Nov, 14, 1871, 

Alger, 116, 802, June 15,18?1. 

Luoe_, 158, 595, Jan, 12, 1875 



692 



667 



684 



INDEX 



388 645 



287 601 



Plate Claim 

McCray, 236, 832 , Jan. 18, 1881. 

Taylor & Pagenhart, 870, 999, Jan.23, 1883. 
626,666. 
CHAPPELjJohn H. Traction Engine... 443 668 

Elward, 236, 566, Jan. ;11, 1881. 

Fisher, 32, 991, A\:ig. 6,1861. 
53,S72. 
CHASE jWllliajn K, Spring Power for 

Propelling Vehicles 9 475 

647,842. 

CHAUVEADjGustave V.L, Motor Vehicle 125 582 

Warman, 580, 687, Apr. 15,1897. 

Miller, 595, 597. Nov. 16,1897, 

Wills, 157. 144 .Nov. 24. 1874. 
596,480. 
CHRISTIE, Elza J. Onicycle 184 554 

Reld, 236, 259, Jan. 4, 1881. 

Alilert,.287, 989, Nov. 6,1885. 

Harper, 511, 139, Dec. 19,1895. 

Kortright et al 498, 172, May 23,1893. 

Bower , 552 , 305 , Jan. 8, 1895. 

Mattison,479,827,A\lg.2,1892, 
483,281. 

CHRISTOPHER,Calvln F. Driving 
Mechanism for Road 
Engines 

Yerinan,333,360, Dec. 29,1885. 

Shlveley,174,706,Har.l4,1876. 

Crunib,451,811,May 5,1891. 
260,055. 
CHRITTON.Robt.B. Traction Engine. 

Bray, 23, $89, Mar 22,1859. 
115,280. 

CIiAPHANfJas H. Traction Engine... . 244 586 
577,185. 
CLAPPiHenry W. Road Vehicle 175 648 

Thompson, 374, 016, Nov. 29, 1887. 

Duryea,540,648,jTme 11,1895. 

Bollee, 239, 432, Mar.29. 1881. 

Clark, 430. 833. Dune 24.1890. 

Power 3,510, 707. Dec. 12, 1893. 
430,833. 
CLARK, Johnson £. Traction Engine.. 576 657 

Parvin,122,849,Jan. 16,1872. 

Page,896,99B,Apr.l5,1884. 

Lecky,42, 205, Apr . 5, 1864. 

Ellis, 161, 217, Mar 25,1876. ' 

Bollee, 239,432,Mar.29,1881. 

Bandelier ,280, 999, July 10,1885, 
602,285. 

CLARKE, Louis S. & Morgan,William, 
and Gordon, William. Motor 
Vehicle 

White ,269, 609, Dec. 26, 1882. 
286,906. 
CLARKE ,W11 lard A. Traction Engine 311 609 

Holden,150,418,May 5,1874. 

Lake,106,956,Aug.2,1870. 

Bell & Hilderich,141, 417 ,Aug.6, 1873. 
615,450. 

CLOUBHjJohn & BUSH, Joseph. Variable 
Speed & Power Mechanism for 
Motor Vehicles 202 565 

Hardlngham,693,652,Nov.l6,ia97. 

Burger, 477, 736, June 28,1892. 

Baldwin,436. 072. Sept. 9,1890. 
612,017, 

CLUBBE, Ernest J. & SOOTHY.WilfredW. 
Steering Wheels for Motor 
Vehicles 198 562 

Thonrpson,574,016,Nov.29, 1887. 

Clarke, 430, 833, June 24,1890. 

Cowles,164,846,Sept.8, 1874. 

Faur e , 591, 596, Oct. 12, 1897. 

Faure, 116,425, Hay 4,1895. Belg. 

Faure, 251, 431, Nov.4, 1895. Fr. 

Cliahbe k Southey,14,284(1896>Eng. 
123,809, 
C0E,Lawrence,W. Carriage 117 S20 



187 555 



220 577 



263 693 



594 
596 



Saladee, 15,545, July 15,1856. 

Smith, (Rejected Case). Filed Dec. 28, 1860. 

Thomson, 96, 635, Nov. 9,1869, 

Rice, (Rejected Case) 
70,804, 

COOK, Benjamin F. Traction Wheel... 238 584 
569.175, 
C00K,Jaine8 M. Motor Vehicle 70 495 

Heggem, 400, 846, Apr. 2, 1889, 

Mar shall, 458, 168, Oct. 14, 1890, 

Hatch, 220, 612, Oct, 12, 1879. 

Elward, 268, 648, Dec. 5, 1882. 

Gillette, 495, 082, Mar. 7, 1893. 

HarrlS,495,753,Apr.l8,1895. 

Merrill, 186, 146, Jan. 9, 1877. 
626,967, 

COOK.Wllliam. Transmission Gear for 
Motor Vehicles 

Muller, 585, 500, June 1,1897. 

Bridenthal,351,733,Hov.2,1886. 
212,568. 
COOPER, John. Tract ion Engine 

Schrens , 196, 836, Nov. 6, 1878. 

Willard,65,549,Mar.26,1867. 

Osborn, 196,822, Nov. 6,1877. 
218,714. 

COOPER, Chas G. Traction Engine... . . 265 
225,050. 

COOPER, Chas. G. Traction Engine.... 271 
394,460. 
COPELAND,Chas A. Steering Apparatus 

for Traction Engines 364 631 

Helphinstine, 364,411, June 7,1887. 

Palmer , 295 ,065, Feb. 5 , 1884. 
560,760. 
COPELAHD, Lucius D. Steam Tricycle. 40 485 

Cord, 212,442,Feb. 18, 1879. 

4,799,(1880) Eng. 

2,290,(1880) Eng. 
291,500. 
CORMACK, Hamilton H. Traction Engine 315 810 

Slward,268,648,Dec.6,1882. 
191,407, 
CORNISH, Benjamin F. Road Engine... 260 592 

Halstead, 119, 158, Sept. 19, 1871. 

BarranB,26,074. Nov.8, 1859, 

Baldwln,10,007,Sept.l5,1853, 
154,846, 
COWLES, Edward P. Traction Engine.. 262 689 

Baldwin, 4, 630, May 16,1846, 

DeHuff,64,a40,May 14,1867, 

YoumaAS , 155, 6}4,Feby.4, 1875, 
232,884, 
COX, Joshua, H. Paul Shifter for 

Traction Engin3s 277 598 

Cooper ,218,714,Aug, 19,1879, 

Alger, 115,802. June 13,1871, 
597,394, 
COZENS, EZRA A. Pnuematic Motor for 

Bicycles il5 519 

Alldridge,336, 372,Feb, 16, 1888, 

Christen, 7, 771, Dec. 14, 1893, Swiss. 
CHAIC, Andrew J. See Thomas, Chas F. 
173,164, 

CRENZBAUR.Robt. Traction Engine.., 255 590 
598,314, 

CROWDDS, Walter A. Automobile Vehi- 
cle 156 629 

Main,407,095. July 16,1889, 

Ambler , 504,484, Sept. 5, 1893. 

Chlnnock, 462, 348, Nov.3, 1691, 

Anderson, 267, 965. Nov. 21, 1882. 

Weston,217, 050, July 1 1879, 

Stebens,152,115,0ct.8,187 2, 

Pendleton, 545, 593, June 2(5^1888,. 

Hunter, 585, 180, June 26,1«88, 

Mehren,414,866,Nov.l2,18;39. 

Knowles, 408, 018, July 50,1889, 

nney,551,996.Deo.24,1895„ 



INDEX 



(585 



Plate Claim 

Moskowitz, et al 504, isa.Aup. 89,1893, 

Thompson, 478, 145, July 5,1892, 

Dewey, 513, 895. Jan. 30, 1895. 

Badt, 549^485, Nov. 12,1895. 

Hunter, 392, 675, Nov. 13,1888, 

Paget, 593, 572, Nov. 27,1888. 
CROXTEN.J.C. See McGregor M.K. 
461,811, 
CRUMB, John H. Traction Engine S81 640 

Frazer , 147 ,927, Feb. 24, 1874, 

Stripling, 259, 600, Jvine 13,1882. 

Russell & 0benohaia,341,858,Ma^ 11,1886, 

Ray,288,114,Nov. 6, 1883, 
407,394, 
C I URCU, Alexandre, Apparatus fc means 

for Propelling by Rerotion. 59 489 

Secor , 313 , 689, Mar . 10 , 1885, 

MCDougall, 368, 678,Aug.?3, 1887. 

3,690,(1867) Kng. 

3,561,(1881) Eng. 
212,839. 
CULVER, Fits, E. Road Engine 263 595 

Mendenhall,144,467,Nov.ll,1873. 

Bean, 157, 904, Dec. 22,1874, 
491,040. 
CUMMINS, Theodore, Bicycle Attachment 109 518 



D 



347.160, 

DAIMLER,GottlleJ). Power Driven Ve- 
hicle 

576,638. 

DAIMLER, Gottlieb. Engine Driven Ve- 
hicle, 

2,208,(1871) Eng, 

Daimler , 347 , 160 , Aug. 10 ,1886. 

Perreaux, 124,621 , Mar. 12, 1872. 

Bodel et al 169, 774, Nov.9, 1875, 

Muehl,96,466,Nov.2,1869. 

Smlth,211, 868,Feb. 4, 1879,. 

Ross, 68 , H5,A\ag. 27 , 1869. 

10,786, {1885)Eng. 
451,648. 

DARLING, Naaman L. Traction Engine. 
■ Hudson, 300, 869, June 24,1884. 

Johns on, 307, 771, Nov. 11,1884, 

Wootton,57S,307,Dec.20,18a7, 
188,866, 
DAVIDSON, Noble M. Portable and 

Traction Engine 

H0ll0way,28,475,May 29,1860, 

Dalger,115,802,J\ine 13,1871, 

Crawe, 1,584. (1864) Eng. 

Lecl{y,42,203,Apr,5,1864, 
568,164, 
DAVIS, Isaac H. Motor Attachment 

for Bicycles 

267,405, 

DEBES, Julius C. Traction Engine... 

2,186,(1875) Eng. 
303,497. 
DECKMAN, Henry, Traction Engine 

Bandelier, 289, 999, July 10,1883. 

Gates, 160, 411, May 5,1874, 

Monnot,274,745. Feb. 20,1885, 

Frick,258,401,May 23,1882, 

F0l£«lt,288,56£,N0V.13,1883, 
75,874, 
DBDERICK,Zador P, and GRASS, Isaac, 

Steam - Carriage 

562,289, 

DEDION, Albert, and BOOTON, Georges T. 
Driving Mechanism for Self 
Propelling Vehicles 

DecK, 455, 481, July 7,1891. 



454 



55 



380 



260 



47 

299 

322 



671 



488 



639 



592 



486 
604 

613 



35 



168 



481 



545 



Plate Claim 

Mllliken,165,651,May 25,1876, 
617,984. 
DBDION, Albert, and BOUTON, Georges, T. 

Motor Vehicle 206 570 

368,431. 

DKLAHUNT, Charles, Motor Propelled 

Vehicle ., H9 493 

Chamber llan, 557, 978, Feb. I 5, 1887. 

Gil 1ett,493,082,Mp,r;7,1893. 

Huntington,411,196,Sept.l7,1889. 

Hoag,225,560,Mar. 16,1880, 
464,244, 
DEWEY, Mark W. Electric Fire Engine 120 522 

Ogden,250,955,Dec. 13,1881. 

Harker,312,650,Feb.24,1885, 

Br own, 434, 624,Aug. 19, 1890, 
464,245, 

DEWEY, Mark W. Electric Hose Car- 
riage 121 522 

Sperry,454,363,Aug. 12, 1890, 

"Electricity as a Motive Power" 
by DuMoncel & Geraldy; London 
and New York 1883, E. and F.N. 
Spon. ijp. 246-248. 
464,246, 

DEWKYjMark W. Electrically Propel- 
led Vehicle 121 523 

Fitts, 175, 601, Apr. 4,1876, 
464,248. 

DEWEY, Mark. W. Electrically Propell- 
ed Vehicle, 121 524 

Perr et , 424, 818,Apr . 1 , 1890. 
DIETER, Louis, See Kelly, Oliver W. 
602,510. 

DIPL0CE,6raiiiaJi,J. Locomotive 426 662 

158,985, 

DOAN, Riley R. Road Engine 265 589 

Jones, 17, 970, Aug. 11, 1857. 

Talcott,100,086,Feb.28,1870. 

Parvin,(R),4,753,Feb.l5,1878. 

Hall,16,919,Mar.31,1857. 
397,976. 
DOAN, Riley R. Road Engine 566 632 

Hazen, H5,767,Apr. 18,1871, 

Baldwin, 120, 846, Nov. 14,1871. 

Lelgh,545, 910, June 15,1886. 

180,(1876)Eng. 

l", 914, ( 1869 )Kng. 
616,089. 

DODGE .Arthur P. Controller for Mo- 
tor Cars 49 487 

DeLaney, 15, 698, Nov. 11, 1885. Eng. 

Aurlck,469,585,Feb.25,1892. 

Tr ott , 545, 663, Sept. 3, 1895. 

McDonald, 560, 915, May 26,1896. 

Loper,604,253,'May 17,1898. 

Dunn, 404, 472,June 4,1889. 

Green,376,674,Dec.27,1887. 
231,547, 

D0NAT0,Tommaso, Device for Convert- 
ing Motion 155 538 

606,959. 

DOOLITTLE, Perry E. Water Jacket for 

Vehicle Brakes 467 676 

Stearns, 110, 086, Dec. 13,1870. 

MoClure,131,889,0ct. 1,1872. 
374,663. 
DOWNIE,Joseph,G. Compensating Gear 

for Road Engines 359 629 

Stevens, 345, 969, June 15,1886. 

Landis,252,044,Jan.l0,1882. 

Lamb . 340 , 220, Apr . 20 , 1886, 

Huber, 271, 464, Jan. 30, 1883. 

Latta,311, 132, Jan. 20, 1885, 
374,664, 
DOWNIE, Robert M,Road Engine 559 629 

Perkins, 138, 578, May 6,1873, 

Anvmsen, 250, 701, Dec. 13,1881. 

Coddington,344, 852, July 6,1886. 



686 



INDEX 



538 



552 



646 



662 



5SS 



S19 



Plate Clala 

Huber , 271 ,464, Jan. 30 , IBBS. 

Lajidl3,252,044,Jan. 10,1882. 

HellJiian, 226, 827, Mar. 23,1880. 

Landls, 366, 226, July 12,1887. 

Connack , 291 , 500, Jan. 1 , 1884, 
200,266. 

DOYLE, John. Motors for Propelling 
VehioleBjOr MechaJilcal 

Horses 154 

684,127, 

DRAULETTEfSdnond end Catols, Ernest 

Motor Vehicle 179 

Perry,415,790,Nov.26,1889, 

Benz, 585, 087, June 26,1888. 
482,678, 
DREW, Alfred, Coupling Pole S88 

Clover,560,684,Apr. 5,1887, 

Glover, 394, 851. Dec. 18, 1888, 
DRKW,John A. See Hoa«>, Andrew J, 
604,006. 
DOEHSINGjHfciiry C. Traction Wheel.. 427 

Glover, 426, 006,Apr. 22, 1890. 

Glover, 554, 260, Feb. 11,1896. 
614,709. 

DUPONTjGustav and Johannet , Maxims , 
Means for Driving Railway 
TrEUBway or Automobile Cars. 147 

PBtton,4S4,993,Aug. 26, 1890, 

Edisfon, 273,490, Mar. 6, 1883, 

Spague,321,149,J\me 30,1885. 

Bently, 444, 479,Jan. 13,1891, 

Bradley, 399, 372,Mar. 12, 1889, 

Washburn, 550, 008,Nov. 19,1895, 
550,163, 
DURANT, Georges ,Conxpres8ed Air 

Motor Ill 

Stevens, 414, 173, Oct, 29, 1889, 

S,068,Ger. 

25,936,6er. 

Wright and Charlton, 1,703, Feb. 7, 
1886.Eng. 

Roots, 8, 210, June 22,1886.Eng. 

Atwater,88,767,Apr.l3,1869, 

1,703,(1885) Eng. , 

Langen,. and 0tto,67,66T,Aug. 13, 1867. 

Leist and Kosakoff ,571,849.0ct. 18, 
1887. 

Marcus, c!6ti,U30, Oct. ij,l883, 

8,120, ( 1886)EnE. 
DDRFEE,E. See Huber, E.. 
172,916, 
DURPHYjHenry M. Portable Steam En-. 

glne t 255 

Miller, 165, 384, July 20,1875, 

Wltaon, ,130,683,Aug.20,1872, 

Garlin.Oct. 11,1841, 
540,648, 
DDRYEA,Chas.E. Road Vehicle 166 

Sprague, 406, 600, July 9,1889, 

31,634,Ger, 

MiHer,5, 199, (1889) Eng. 

Arnold, 474, 279, May 3,1892. 

Stringer, 319,344, June 2,1886. 

Bollee,239,432 ,Mar. 29, 1881, 

Crumb,451,811,May 5,1891, 

Coe, 123, 809, Feb. 7, 1892. 
588,105. 
DURYEAiChas E. and James F. Motor 

Vehicle 48 

Wordsworth and Wolstenholme,15,507, 
Nov.27,1886.Eng. 

Murrey, 35 1,395, Oct. 26,1886, 
572,051, 
DURYEA, James F. Motor Vehicle 72 

Blake, 535 , 957,Mar. 19, 1895, 

Gibson, 384, 145, June 5,1888, 

Farrell,513,773, Jan, 30, 1894, 

Bollee, 239, 432,Mar. 29,1881, 

Mar shall, 438, 168, Oct. 14, 1890, 



590 



543 



487 



494 



Plate Claim 
585,159, 

DURYEA,Jajnes F, Motor Vehicle 80 499 

586,084, 

DURYEA, James F. Motor Carriage.... 179 552 

587,714, 

DOTTON,Edv/ard K. Road Locomotive.. 421 669 



EARNHART,LeroyjSee,MAGGERT,Adam D, 

219,452, 

EDWARDS, Henry A, Locomotive Tram 

Wagon 26^ 

Miller, 23, 8S3,May 3,1859, 
425,600. 
EDWARDS, George H.Tractor 574 

Minnis, 135, 240 ,Jan.S8, 1875. 
458,545. 
E6AN,Chajrles E. Electric Motor..... 120 

Griscom,228,888,June 15,1880. 

Buell,347,768,Aug.24,1886. 

Sprague, 3 54, 829, Dec. 7, 1886, 

Hunter,592,675,Nov. 13,1888. 
612,026. 
EISENHUTH,John W.Motor Vehicle.... 198 

Cormack , 291 , 300 , Jan. 1, 1884, 

Huntington, 411, 196, Sept. 17, 1889. 

Ellis and Steward, 570, 205, Oct. 27, 1896. 

Harris,495,733,Apr.l8,1893. 

Wootton,591,027,0ct.5,1897. 

Daimler ,576 J 638, Jan. 17 , 1888. 

13, 137(1885) Eng. 

Baker and Elberg, 552, 016, Jan.8, 1895. 

Wool8ey,285,942,0ot.2,1883. 

Smith, 12, 041, (1886)Eng. 
617,647. 
EISENHUTHfJohn W. Changeable Speed 

Gearing 205 

Ellis, 570, 203, Oct. 27, 1896. 

Harder, 564, 617,July 28,1896. 

Chapman, 1 60 , 877 , Mar . 16, 1875. 

Cobb, 314 ,433 ,Mar. 24, 1885. 
320,431. 
EISENHOTH,John W.Explosive Engine 

for Vehicles '. . . '101. 

474, ( 1880 )EnB. 

Mex, 562, 230, June 16,1£96. 

Feister ,524,244,Aug. 11, 1885. 

Hontclar, 259, 413, June 15,1882. 

Hopkins, 543, 094, July 23,1895. 

Lersch, 567, 747, Sept. 15, 1896. 

Morris and Salom, 579, 890, Mar. 30, 1897. 

Ellis and Steward, 570, 205, Dct.27, 1896. 

Bird, 585, 251, Jvme 29,1897. 

Baker and Elberg, 552, 016, Jan.8, 1895. 

Blydenbergll, 414, 485,Nov. 5,1889. 
ELBERG, John R.See Baker, Henry C. 
244,117. 
ELFERS, August H. Steam Wagon 283, 

Brooks,196,SSl,0ct.25,1877, 

Clark, 194, 956, Sept. 11, 1877. 

Luce, 158, 595, Jan. 12, 1875. 

Goodyear and Carey, 52, 285,May 14,1861. 

Nash, 165, 682, July 20,1875. 

Scheitlin,l«,5S8,Feb.26,1856. 

Fitts,117,l59,Aug.8,18>?l. 
570,205. 
ELLIS, George H. ,and Steward, John F. 

Gears for Motor Cycles 169 

Lehmer ,520, 665, June 25,1885. 

Lewis, 543, 455, June 8,1886. 

Chapman, 160 , 877 ,Har. 16, 1875. 
161,217. 
ELLIS, George T.Road Engine 25£ 

Ball. 1*9. 997, June 17,1875. 



594 



656 



522 



565 



669 



510 



600 



546 



589 



INDEX 



687 



Plate 
Hornbr ook ,29, 982 ,Apr . 24, 1860. 
Lecky,42,203,Apr.5,1864, 
Fahne8tock,19,763,Max.S0,1858. 

Rrfionslade, 123, 395, Feb. 6,1872. 
576,517. 
ELSTON,Robert W.Self-Propelllng 

Vehicle 172 

Pthlfeldt,5,991,Dec.l5,l882.Kns. 

Davidson , 295 , 364 , Mar. 18, 18B4. 

Powell et al,10,557,Sei)t.7,l885.Eng. 

Carter,4,238,Sept.3,1883.Eng. 

Manlove et al, 58, 348, Sept. 25, 1866. 
236,312. 
BLWOOD,John H. Portable Engine 450 

Fontaine, 199, 053, May 20,1873. 

Lafette, 5, 422, Feb. 1,1848. 

Matthew, 15 7 , 619, Deo . 8, 1874, 

Perkins, 145, 525, Dec. 16,1873. 
236,565. 
ELWOOD,John H.Traotlon Engine 279 

Copper,212,358,Feb.l8,1879. 

Stone, 181,120,Aug. 15, 1876. 

Fairohild, 225, 696 ,Mar. 23 , 1880. 

Yost, 15, 049, June 3,1856. 

891 ( I860 )Eng. 
253,029. ■ 

ElffOOD,John H. Traction Engine 289 

268,648. ' 

ELWOODjJohn H. Traction Engine...... 300 

Lauck,183, 177, Oct. 10,1876. 

2,730, (l890)Eng. 

Land and Cartpbell, 229, 715, July 6,1880. 
272,670. 
ELW00D,John H. Traction Engine 304 

Cooper, 212, 558, Feb. 18,1879. 

Brldenthall,212,889,Mar.4,1879. 
279,925. 

ELWOOD,John H. Traction Engine 307 

329,153. 

ELWOOD,John H.Tractlon Engine 535 

Banks, 131, 207, Sept, 10, 1872. 

Pre8berg,234,890,Nov.30,1880. 

Moebius, 259. 572. June 13,1882. 

Capen, 229, 092, June 22,1880. 

Galloway aild Beclcwlth,226,S02, 
Apr. 6, 1880. 

cooper, 225, 050, Mar. 2, 1880. 

Br identhall ,252 , 720 ,Jan. 24, 1882. 

Lake, 105, 956, Aug. 2, 1870. 
629,15.4. 
ElffOOD,John H.Tractlon Engine 555 

Lake , 105 ,956,i(ug. 2 , 1870. 
514,924. 
ERVIN, Charles and Edward £. 

Traction Engine..., 529, 

Harris, 222, 352, Dec. 9, 1879. 
602,618. 
EYSTER, Elmer E.Alr Propelled Bicyclell4 

Bellamy, 576, 538, Feb. 9, 1897. 

Pennington, 570, 441, Oct. 27, 1896. 

Christen, 7, 771, Dec. 14, 1893. Swiss. 

Alldridge,536,372,Feb.l6,1886. 

Field, 22, 853, Dec. 12, 1892. Eng. 

Inslee,94,316,Aug.31,1869. 

Hen4r ickson, 107 , 492 , Sept . 20 , 1870 . 

Haaicock,545,287,Aug.27,1895. 

Dunn, 473, 502,Apr. 19,1892. 

Mocune and Yost,424,994,Apr.8,1890. 

Buel 1,331, 276, Dec. 1,1885. 

Rockwell, 498, 888, June 6,1893. 

Deneal,582,346,May 11,1897. 



Claim 



54( 



670 



599 



601 
604 

606 

607 
619 



619 



616 



520 



217,787. 

FA IRCHILD, Frank t.Traction Engine. 



264 593 



272 



275 



596 



597 



182 



553 



Plate Claim 
225,695. 
FA IRCHILD, Frank L.Road Engine 

CooiJer, 228, 914,Aug. 19,1879. 

Miller. 221. 900.ilov. 18.1879. 
230,762. 
FAIRCHILD, Frank L. Traction Engine., 

Blanohard,Dec.28,1825. 

Fair Chi Id, 225, 695, Mar. 23, 1880. 
303,828. 
FA IRCHILD, Frank L. Traction Engine. 323 614 

Frick,256,993,Arr.25,1882. 

Birdsall,266,343,0ct.24,1882. 
FAIRCHILD, Frank L.See Spindler,John C. 
513,773. 
FARRELL,Win.P.Power Driven Vehicle. 163 542 

Jones, 473, 843 ,Apr. 26. 1892. 

Ryker, 302, 212, July 15,1885. 

Mar shall, 438, 168, Oct. 14, 1890. 
383,561. 
FAURE,Camllle A. Propelling Vehicle 

by Electricity 118 521 

856(1882)Eng.p.l7, Is. 37-47 and p. 
19, Is. 5-10. 

Sprague,353,829,Dec.7,1886i 

JennisDn,190,684,May 15,1877. 

881(1853)Eng.p.4;l,21;p.5', 1,5; 
p. 9, Is. 8-22. 

Article in L'Electricite',Aug.5, 
1880.Vol.III,pp.2§3-254. 
591,595. 

FAORE,Camille, A. Steering Mechanism 
for Motor Vehicles 

Hirst, 440, 035, Nov. 4, 1890. 

Thompson, 374, 016, Nov. 29, 1887. 

Clark, 43 0,833, June 24,1890. 

Coweles,154,846,Sept.8,1874. 

Bollee,239,432,(Figs.5 & 4)Mar.29,1881. 

Clapp,577,185,Feb.l6,1897. 
601,225. 
FURGUSON,Edv/ard G. ,and Holmen John P. 

Tender for Traction Englnes426 

Fuller, 552, 524,Jan. 7, 1896. 

Chamber lain, 357, 973, Feb. 5, 1887. 
340,664. 

FURGUSON,Zuangle R.Power for Conver- 
ting Motion 157 

Follett, 200, 046, Feb.5, 1878, 
509,886. 
FINKE .August T.Traction Engine 

Tender 402 

65,199. 

FISHER, D.S. Velocipede 

32,991. 

FISHER, John K. Traction Wheel Steam 
Carriage 

E.G.Allen's "Patents for Steam 
Guages." 
112,155. 

FITTS, George W. Traction Engine... . 
117,759. 
FITTS, George W.Guide Wheel for 

Vehicles 245- 

Bogel,35,583,J\me 17,1862. 

Bailey, 26, 466, Dec. 20, 1859. 

Barnet t ,45 , 130, Nov. 22, 1864. 

Thomson, 98, 126, Dec. 21, 1869. 
175,601. 
FITTS, George W. Traction Engine.... 

Robingson, 15 ,820 ,Sept. 30 , 1856. 

Lecky,42,203,Apr.5,1864. 

547,205. 

PLANSBURGy.Peter H.Tractlon Engine.' 

Frye, 49, 746, Sept, 5, 1865. 

Le land, 355 , 940 , Jan. 11 ,1897. 

Roberts, 357, 036, Feb. 1,1887. 

Hall, 16, 919, Mar. 31, 1857. 

Shively,174,706,Mar.l4,i876. 

Carr ,^195, 702, Oct- 2. 1877. '' 



661 



539 



650 



9 475 



54 481 



243 



257 



409 



586 



586 



591 



.653 



688 



JNDEX 



Plate Claim 



Fowler, 217, 601, July 15,1879. 

HalsteR.d, 119, 138;sept. 19,1871. 
439,595. 
FLEISCHER, Richard J.Velocipe.'e. . . . 119 

Field, 229, 991, July 31,1880- 

Sherrin,5,390(1888)EnE. 

Sherrin, 12,455 ( 1888 )Eng. 

Gounelle,7,728,(1852)Fr. 
57,696. 

FLETC HER jMatthew. Steam Carriage... 34 
589,710. 
FLUCKS, Paul. Horseless Carriage.... 83 

BroJa,210,492,Dec.3, 1878. 

Bradway,328, 179,0ct. 13, 1885. 

Harris, 476, 636, May 9,1865. 
624,319. 
FORBES, Jbseph N. Motor Vehicle 216 

Le cky ,42 , ?03 ,Apr . 5 , 1864. 

Gray,556,364,Mar.l7,1896. 

Pine, 7, 758, Nov. 5, 1850. 

Llbby,447,616,Mar.3,1891. 

Farre 1 1 , 5 13 , 773 , Jan. 30 , 1894. 
F0RD,Mlca3ah M.See Revelle, Hardy H. 
101,993. 

FORSYTH, Frederick J. Velocipede. .. . 12 
202,429. 
FORTIN, Michel. Traction Engine 261 

Cr enzbar , 173 , 164, Feb. 8, 1876. 
281,859. 
FOX, Edward. Vehicle Propelled by 

Electricity 118 

Deschamps, 206, 093, July 16,1878. 

5, 894 (1880) Fig. 18. Eng. 

5, 260 ; Oct. 6, 1825. Eng. 

Cowle8,252,193,Jan.l0,1883. 
575,639. 
FOYE, George W. Vehicle Motor 77 

Battey,652,512,Dec.31,1895. 

Bocklen, 384, 673, June 19,1888. 

Cohade, 1,585, June 30,1860.£ng. 

List and Kosahoff ,378,228,Feb.21, 1888. 

Schuriim,482,201,Sept.6,1892. 

Bishop, 242, 105, May 31,1888. 

Sauer,and Sievern,341,607,May 11,X886. 
FRACKERjWil lard. See Rogers, James H. 
FRAZEE,Win. C.See Reed, Charles M. 
147,927. 
FRAZER, David. Locomotive 251 

Reynolds , 60 , 938 , Jan. 1,1867. 

Brinley, 109,491 ,Nov. 22 ,1870. 
408,229. 
FRAZIER, Thomas J. Steam Motor 369 

Elfers, 244, 117, July 12,1881. 

Prosser, 110, 865, Jan. 10,1871. 

Wootton,375,307,Dec.20,1887, 

Buckland, 321, 005, June 30,1885. 
605,445. 
FREEBLE, Thomas M. Powder Motor 93 

Otto, 241, 707, May 17,1881. 

Delamare et al, 511, 593, Dec.26, 1893. 

Zochmeister ,82,675.Ger. 

We Ibourn, 142, 880, Sept. 16, 1873. 

Wilcox, 402, 529, Apr. 30, 1889. 

Campbell,3 67,184,Fig.2.July 26,1887. 

Aylsbury,3,512,(l880)Kng. 
282,299, 
FREEMAK, Isaac S. Traction Engine.. 39 

Brooks, 196, 331,0ct, 23, 1877, 

Kir shhof fie, 212, 235, Feb. 21, 1879, 

Stuart,236, 646, Jan. 11,1881, 
144,271. 
FRENCH, James S. Locomotive.,....., 861 



521 

481 
500 

575 



473 
492 

520 

496 



589 



3S4 



506 



483 



S88 



243,880. 

FRICK, Abraham 0. Steering Gear for 

Road Engines 282 599 

Rowe,90,58S,May -85,1869, 
Ovlatt, 173, 417, Feb. 15, 1876, 
Thompson,2, 372, (1879) Eng. 



Plate 
245,881. 
FfiICK,Abraham 0. Road engine 282 

PeterB,& Gajrdner ,211, 179,Jan 7,1879, 

Webber, 2 11, 447, Jan. 14,1879, 

3,328, (l877)Eng. 

Locke,223,584,Jan.27,188e. 

Wesson,82,369,Sept.22,1868, 

Ru3sell,118,967,Mar.21,1871. 
256,993. 

FRICK, Abraham 0. Traction Engine.. 291 
258,401, 
FRICK, Abraham 0. traction Engine.. 291 

4,812,(1877) Eng. 

a90,(1868)Eng. 

120,(1859) Eng. 

3,901,(1875) Eng. 

1,978) (1864) Eng, 

Mayall, 22, 609, Jan. 11, 1859, 
263,159, 
FRICK, Abraham 0, Traction Engine.. 295 

1,575,(1860) Eng. 

1,726,(1865) Bng. 

Miller, 221, 900,llov. 18, 1877, 

Br identhal , 252, 720 , Jan. 24, 1882, 

Bean, 157, 904, Dec22, 1874, 
266,456, 

FRICK.Abraham 0, Traction Engine.. 297 
273,978. 
FRICK Abraham 0, and Snyder ,'!fcu H. 

Road Engine 506 

514,178, 

FEICE,Abraliam 0, Road Engine 453 

FRICK, Abraham 0. See Rider, I. G. 

FRICK, Abraham 0. See SNYDER, William. 

582,635, 

FRITZ,John G. Sleigh 464 

Bradley,556,613,Har.l7,1896, 

Bernhard, 295, 719, Mar. 25,1885, 

Wardman & Hollister,437,269,Sept. 
30,1890, 

Rtumce,557,085,Mar.24,1896, 
49,746. 

FR YE, Jesse, Tract ion Engine 296 

552,524, 

FULLER ,JBmea M, Steering Connect- 
ion for Vehicles 410 

Aveling ,120, 611,Nov. 7, 1871, 

Helphinstine, 364, 411, June 7,1887, 

;.hurman, 449 , 930 ,Apr . 7 , 189 1, 

Marshall, 69, 686,0ct. 8, 1867, 

Harenskjold and Burgess, 457, 338, 
Aug, 11, 1891, 
594,866, 
FULLER, James M. Tender for Traction 

Engines ^.......... 424 

496,053. 

FDLLERTON,Robt. Steering Device for 

Road Engines 596 

Webster,331,593.Deo. 1,1885, 



Claim 
599 



602 
603 



603 



604 

606 
671. 

675 



584 



654 



661 
647 



G 



610,177, 
GAERTNER,Richaj:d.Running Gear for 

Motorcycles 197 

475,871, 

GARDNER, Fulton, Electrically Pro- 
pelled Vehicle 122 

511,306. 

GARLAND, Richard H. Spring Motor 

for Propelling Vehicles... 18 
435,495. 
GARWOOD, Spencer, Velocipede 159 

Angell,282,944,Aug,14,1883, 

5, 280, 1825, Eng, 



562 



524 



♦75 



639 



INDEX. 



689 



676 



549 



595 646 



Plate Claim 
620,4S9« » 

CAOTIER,Lotlls M. Mechanical Hovement468 
Hunt, 197, 472, Nov. 37,1877. 
CiBmnings , 517,443, Apr . 3, 1894, 
Cvmnnings, 529,715,Nov. 27, 1894, 
581,816, 

Gibbons, Robert J. and Wilcox, Mar- 
garet A. Motor Vehicle..., 175 
Harris, 495, 733, Apr. 18,1893. 
Connelly.426, 985, Apr. 29,1890, 
Bol lee, 839, 432, Mar. 29, 1881. 
Selden, 549, 160,Nov.S, 1895. • 
Daimler, 576, 638, Jan. 17,1888, 
Gibson, 384, 146, Jvme 5,1888, 
Bull * Bloomfield,124,527,Mar.5,1872. 
Motter,479, 915, Aug. 2,1892, 
Baldwin, 42 9, 804, June 10,1890, 
Richmond, 495, 709, Apr. 18, 1893, 
Schulzenberg,317,585,May 12, 1885. 
Nobel, 369, 610, Sept. 6, 1887, 
Sevan, 107, 330, Sept. 13,1870, 
Shakespeare, 299,083, May 80,1884, 
van Vanderberg,463, 959, Nov,24, 1891, 
J ones, 475 , 845, Apr. 26, 1892, 
Root, 205, 212,June 25,1878, 
Otis, 151, 895. Oct. 1,1872, 
Benz,386,798,July 31,1888. 
Farrell,515,773,Jan.50,I894, 
Laird,299,231,May 27,1884, 
Uontclair, 259, 413, June 13,1882, 
350,576, 

CIDDINGSjChas H. Traction Engine.. 556 619 
Titus, 302, 449, July 22,1884, 
756,(1863) Eng. 
Elward, 236, 565, Jan. 11,1881, 
Allen, 138, 980, May 20,1873. 
493,082. 

6ILLETT, Clarence. Road Wa^on... 
Dickson,280,561,Jilly 3,1883. 
Taylor, 278, 290, May 22,1883. 
Hurd,473, 577,Apr. 26, 1892, 
Kurd, 318, 906, May 26,1885. 
615,157. 
GIIiLINGER, Jeremiah J. Traction 

Wheel 801 

Roberts, 557, 036, Feb. 1,1887. 
Hasbrouck,408,328,Apr.50,1889. 
Rendleman, 325, 768, Sept. 8, 1885. 
Lane,52;428,Feb.6,1666. 
Woods, 565, 198,Aug.4, 1696. 
Self,546,527,Juiy 13,1886. 
Kennedy, 561, 997, June 16,1896. 
360,875. 

6ILSTR0P,Abner L. Locomotive 355 

MeudenhaH,(R) 9, 819, July 26,1881, 
Bridenthal,252,720,Jan.24,1882, 
$hiveley,174,706,Mar 14,1876, 
Kelly & Dleter,506,403,0ot 14,1884. 
Huber,271,464,Jan. 30, 1883. 
Elf ers, 244, 117, July 12,1881. 
Lecky,42, 203, Apr. 5,1864. 
«17,332, 

61iAZER,John L. Motor Vehicle 203 

Cook, 569, 175, Oct. 13, 1896. 
Gill9tt,493,082,Mar.7,1895, 
C lapp,577 , 185 ,Feb. 16, 1897, 
Quinn,431,993,July 8,1890, 
Baker,583,018,May 85,1897, 
Quast, 588, 877, Aug. 24, 1897. 
Ouryea, 585, 159, June 22,1897, 
Hunt ington,4ia , 196, Sept. 17 , 1889, 
Daimler, 376, 638, Jan. 17, 1888. 
WadBworth, 213 ,079, Mar. 11, 1879, 
Hertel,585,749,June 1,1897, 
Bollee,8,306,(1897)Eng. 
Grant,602,621,Apr.l9,1898. 
Bollee, 601^ 545 ,Mar, 29, 1898. 
262, 386,Deo.4, 1895. French. 
342.596. 



S64 



Plate 
, 455 



Claim 
622 



627 



567 



852 



548 



GLOUER, George T. Traction Engine 
Hanacom, 270, 308,Jan. 9,1883. 

KeHogg,135,128,Jan.21,1875. 

Thomps on, 312, 388,Feb. 17,1885. 

Kindermann & Reiblein, 216,418, June 10,1879, 

Rowe,271,129, Jan 23,1885, 

Shlveloy,174,706,Mar 14,1876, 

Larmanyat, 192, 923, July 10,1877, 

Tisdale,43,163,June 14,1864, 
394,851. 
GLOVER, George T. Traction Engine. . 365 631 

Rowe,271,129,Jan.23,1883, 

Lauck, 183, 177, Oct. 10, 187 6, 

Glover, 360. 584,Apr. 5,1887. 

McCray,256,832,Jan. 18, 1881. 
542,521. 
G0DDARD,Chas F. Steering Mechanism 

for Thrashing Machines.... 407 

Copeland,394,460,Dec.ll,1888, 
574,200. 
GODDARDjChas F. Motor & Wheel for 

Vehicles 172 

DeBogory,416,095,Nov.86,1889, 

James,398,403,Feb.26,1889, 

Jewell, 480, 586. Aug. 9, 1892, 

Otto, 509, 355, Dec. 16,1884, 

Lane, 52, 422, Feb. 6, 1866. 

Oliver ,415, 787, Nov. 26,1889, 

Mather, 452, 046,May 12,1891, 

Br oja, 210, 492, Dec. 13,1878, 
581,278, 

GODDARD,Chas F. Motor Wheel Device 464 
584,218, 

GODDARD,Chas F. Motor Wheel Device 465 
38,285. 
GOODHUE,D,F. ,and CAREY, E.H. 

Traction Wheel 856 

Call, Nov. 1850. 
GORDON, TOn. See Clarke, Lewis S. 
552,757. 
GRANT ,Wallace W.Road Vehicle 167 

Jones, 17, 970, Aug. 11,1857. 

Lauck,183, 177, Oct. 10,1876. 

Ell is, 161, 217, Mar. 23, 1875. 

Powers, 510, 707, Dec. 12, 1893. 

Hoke, 62, 264, Feb. 19, 1867, 

Russell, 354, 488,Dec. 14,1886. 

Brewer , 132 , 893 , Nov. 12 , 1872. 

Elward, 253, 023, Jan, 31, 1882. 

Alger, 115, 802, June 13,1871. 

Saurbrey,488,224,Dec,20,1892. 

Marshall ,438, 168, Oct. 14, 1890. 

Libby,438,010,0trt.7,1890. 

Shadd, 355, 891, Jan. 11, 1887. 

Ames, 500, 544,July 4,1893. 
602,621. 
GRANT ,Wallace W.Motor Vehicle 188 566 

Jone. ^17.970,Aug.ll,1857. 

Thompson,374,016,Nov, 29, 1887. 

Stringer, 319, 344, June 2,1885. 

Harris ,495 , 733 , Apr , 18 , 1893. 

Lake, 105, 5 96, Aug, 2, 1870, 

Farrell,513,773,Jan.30,1894. 

Duryea,540,648,June 11,1895. 

Putt,896,620,Apr.8, 1884. 

Ludeke , 94 , 622 , Sept . 7 , 1869. 

Marshall,438,168,0ct, 14, 1890, 

Russell, 354, 488, Dec, 14,1886. 

Grant, 552, 757, Jan, 7, 1896, 

Wheeler ,453, 525, June 2,1891. 

Buzby, 15 1,353, May. 26, 1874 

Ramsey, 44 1,583, Nov. 25, 1890. 

Stevens ,414 , 173 , Oct . 29 , 1889. 

Dev Ian, 32, 758, July S,1861. 

C of f in,481 , 252 ,Apr . 9 , 1889. 

Kretzs6hmar,428,725,May 27,1890. 
GRASS, Isaac. See Dederick,Zador P. 
495,182. 
GRAY,Isaa^ C. Traction Kngine 396 647 



674 
675 

583 
544 



690 



INDEX 



Plate Claim 
566,346. 
GRAYjSteiJhen B. Traction Engine,.., 411 654 

Deputz, 286, 593, Oct, 16, 1883, 

Saxton,436,867,Sert.9,1890. 

Gray, 495, 182, Apr. 11, 1893. 

Hersberger, 312,633, Feb. 24, 1885. 

Halstead, 119, 138, Sept. 19, 1871. 

Harris,495,733,Apr.l8,1893. 

Blume and Armstrong, 411, 372, Sept. 17, 1889. 

Stewart, 484, 828, Oct. 25, 1892. 

Stewart ,484, 829, Oct. 85, 1892. 

Lecky,42 ,203 ,Apr . 5 , 1864. 

Milliken,163,681,May.25,1875. 
608,517. 
GRAY, Stephen B. Traction Engine.. . 429 663 

Landis,268,808,Dec.,12,1882. 

Frick, 243, 881, July 5,1881. 

Deckitiann,305,497,Aug. 18 , 1884. 

Buchanan,515,729,Feb.27,1894. 

Ave ling, 138, 232, Oct. 15, 1872. 

Christopher ,483, 281, Sept. 27, 1892. 

Hart, 417, 419, Dec. 17,1889. 

Alford,206,759,Aug.6,1878. 

Bo 1 lee, 239, 432, Mar. 29,1881. 

Knov/lton and Meyer, 507, 016, Oct. 17, 1893. 

Gray, 556, 346, Mar. 17, 1896. 

Haviland,570,396,Oot.27,18fl6. 
123,595. 

GREENSLADE, John. Traction Engine... 847 587 
GREGORY, John.See Higglns, Charles. 
591,398. 
GRENLICH, George H. Motor Vehicle.... 130 528 

Phi lion, 482 ,649 , Sept. 13 , 1898. 

Bollee,239,432,Mar,29,1881. 
316,774. 

5REIG, Alfred, Shaw, Richard H.snd 
WhittinghBin.,John. Traction 

Engine 389 617 

31,595. 

GRIFFIN,John. Traction Wheel 235 583 

158,285. 

GRISCOM, John. Compressed Air Motors 

for Vehicles 107 517 

Hill, 141,878, July 89,1873. 

Dwellini551,158,Nov.28,1865. 
88,468(TM). 

GROUT & GRODT. Trade Mark for Bi- 
cycles, Tricycles and all 
Vehicles Propelled by 
Motive Power 472 677 



H 



539,736. 

HAAS,Frederlck,C, Running Gear for 

Vehicles .'. 165 543 

Bollee, 239,432,Mar. 29, 1881. 

Hornback ,358,395 , Feb. 88, 1887. 
302,841. 

HAFLEY, Adam H. Traction Engine 581 613 

68,864. 

HAKEvIiewi8,F. Tract ion Engine 237 584 

819,938. 

HALC0MBE,John J, Endless Track Ve- 
hicles , 256 594 

8,065. (1861)Eng. 
16,919. 

HALL, J. S, Steam Carriage 251 583 

686,996, 

HAIiX,John W, Power Transmission 

Apparatus 221 578 

Strong, 47l,.p55. Mar. 39,1892. 

Barney, 473 ,444, Apr , 26,1892. 

Atwood, 568, 696, June 83,1896. 

Hartness,, 541, 483, June 85,1895, 

Duncan, 466, 660, Jan. 5,1892, 



Plate Claim 
Tydeinan,560,i32,May 19,1896. 
BurnhBm380,847,Apr. 10,1880. 
Cameron, 184, 686, Nov. 21, 1876. 
Sander, 51, 849, Ger. 
Richards, 561, 580, June 8,1896. 
Hartman,588,642,May 18,1897. 
Thayer, 183, 081, Oct. 10, 1876. 
Atv/ood,498,605,May 30,1893. 
Worthington, 302, 309, July 22,1884. 
Marchand,327,805,0ct.6,1885. 
Berrenberg,369,093,Aug.30,1897. 
lSestinghouse,214,603,Apr.82,1879. 
Cook, 574, 881. Jan. 12,1897. 
Jennings, 556, 889, Mar, 24,^896. 
Richards, 574, 269, Dec. 29,1896. 
104,845, 

HALL, Thomas, F. Traction Engine. .. 841 585 
119,138. 

HALSTEAD, He Iv in A. Traction Engine 245 586 
Stow,86,048,Jan. 19, 1869. 
Sabin, 104, 488, June 28,1870, 
Baker, 88, 955, July 5,1960. 
Hal 1,91, 125, June 8,1869. 
Robinson, 15, 819, Sept, 30, 1866. 
561,886. 

HAMERSCHIAG, Arthur A. Igniting De- 
vice for Gas or Petro- 
leum Engines 66 492 

£lsenhuth,436,9S6,Sept.23,lB90. 
Wolftmaller,547,511,0ct.8,1895. ^ 

Lungen,416,636,Dec,3,1889, 
Sklnner,335,970,Feb,9,1886, 
92,607. 
HAMILTON, Thomas U*and Hendrick- H^ 

Traction Engine 12 473 

680,030. 

HAMILTON, John M. Traction Engine. . 439 666 
Sydenham, 606, 311, Jvine 28,1898, 
Hake,68,864.Feb.l9,1867. 
Hart ,417, 419, Dec. 17, 1889. 
Bandelier, 880, 999, July 10,1883. 
Mil liken, 163, 681, May 85,1875, 
686,088. 

HAMMOND, Isaac B. Engine 102 518 

Hasse and Co.2,048,Dec,6,18''7,6er. 

Richter,3,189,Aug.7,1877,Ger.' 

Knorr,87,985,Jan,3,1896.Ger, 

Sargent, 79, 013,June 16,1868. 

Jonte,292,436,-Tan.22a884. 

Bryant, 528, 412, Oct, 50, 1894, 

Plnckney, 384, 869, June 19,1888. 

Robson,878,600 May 29,1885. 

Carobbi,and Bellini, 159, 075. Jan.86, 1875, 

Hopkins, 643, 094, July 83,1895. 

Gilles, 179, 782, July 11,1876. 

Interference with Application of 

Henry C.Hart. Dissolved. 
Interference with Application of 
Henry C.Hart, Decided favorable 
to Hart. 
545,887. 

HANC0CK,Wille C. Leveling Machine. 408 655 
Larzelere, 500, 271, June 10,1884. 
Long,554, 605,Dec. 21 , 1886. 
217,941.. 

HANKS, Samuel S.Road Engine ., 265 594 

281,, ( 1859 )Eng. 
Lake, 105, 956,Aug. 2 , 1870. 
Catlicart,6,818,Oct,23,1849, 
Jone,s,17,970,Aug,ll,1857. 
Fortin,802,429,Apr.l6,1878. 
Millen,30, 884, Deo. 11,1860. 
597,466, 
HANSARD , Joseph L. ,and Hiatt.Ruffin. 

Air Motor for Bicycles.... 114 519 
Alldrldge,556,57a,Peb.l6,1868. 
Rockwell,498,888,June 6,1895. 
Clrfisten,7,771,Deoil4,1895,Swlss. 
Klammer, 77, 505, Sept. 87, 1894,Ger. 



INDEX 



473 



616 



576 657 



269 595 



Plate Claim 
270,308. 
HANSCOM.Albert S. Traction Engine... 156 639 

Edv/ards,219,452,Sept^9,1872. 
467,095. 
HANSCOM,Jeddiah F.Road Locomotive. 585 641 

Hansco!^,270,308,Jan.9,1883. 
124,574. 

HANSCOMjWallace W.Tractipn Engine. . 247 887 
593,652. 
HARDINGHAM,Geo. CM. Differential 

Speed and Reversing Gear 

for Motor Cars 183 553 

Baldwin, 436, 073, Sept. 9, 1890. 
92,306. 
HAR£S,Ihomas A^Propelling Carriages 11 

Padrick,80,2D6,July 21,1868. 

Fisher, 65, 199, May 28,1867. 
312,650. 
HARPER, John C. Traction Engine 327 

Ogden, 250, 955, Dec. 13,1881. 

Birch, 288, 763, Nov. 20, 1883. 

I,017.Cer, 

Marks, 232, 739, Sept. 28, 1880. 
434,131. 
HARRIS, Jerome B. Traction Engine., 

Downe ,374,664,Deo.l3,1887. 

Elf ers, 244, 117, July 12,1881. 

Elward,253,023,Jan.31,1882. 
222 ,352 . 
HARRIS, Orrin C. Steam Road Wagon., 

Payne , 1, 978, A\ig. 9 , 1864. Eng. 

Fowler and Eyth, l,351,Apr.6,1877,Eng. 
495,733. 
HARRIS,Wliliam T. Vehicle Motor.... 60 +89 

Elward,272,670,Feb.20,1883. 

Grieg, 316, 774, Apr. 28, 1885. 

Bollee ,239, 432, Mar. 29, 1881. 
560,129. 
HARR0LD,Amos and Pfrlni3ner,TOa.H. 

Steam Steering Gear 413 

Helphinstine, 364, 411, June 7,1887. 

Copeland,394,461,Dec.ll',1888. 

Fullerton,496,0S3,Apr.25,1893 
417,419. 
HART,Albert J. Traction Engine 571 

Bandelier, 280, 999, July 10,1883. 

Grieg et al, 316, 774, Apr. 28,1885. 

Taber,334, 623, Jan. 19,1886. 

Peters, 363, 415, May 24,1887. 
505,523. 
HART, Stacy B. Steering Gear for 

Traction Engines 401 649 

402,322. 

HASBROncK,Alfred. Driving Gear for 

Locomotives 367 633 

Grieg et al, 316, 774, Apr. 28, 1885. 

Roper and Fisher ,123, 049,Jan. 23, 1872. 
224,427. 
HASSBIMAN, Lewis W. Portable Engine 270 596 

Bange , 168 , 600 ,Oct . 11 , 1875. 

Hatch,320 , 612, Oct. 14, 1879. 
474,738. 
HATCH, John R. Traction Engine 585 642 

Barrans ,26,074,Nov. 8, 1859. 

Batter, 382, 857,May 15,1888. 

BrooKs,400,293,Mar.26,1889, 

404, (1865) Eng. 

11,281, (1884)Eng. 

Prloe,419, 284, Jan. 14,1890. 

Beckner,452,592,May 19,1891. 

Healy,431,115,July 1,1890. 

Laaeler 6,500,871, June 10,1884. 

Landis, 268, 808,Dec. 12,1882. 
330,612. 
HATCH,Wlllaxd T.Road Engine 267 585 

Payne, 1,978, Aug. 9, 1864. Eng. 
HA THAVAY, Jerome N.See Thomas, Chas.F. 
8,588. 
BADSSKNECHT,C.L. Running Gear for 



666 



655 



Plate C 
Carrlaeres.Kte 445 

231,569. 

HA VENSTRITE, David J. Traction Engine 276 

Hal combe, 2 19, 958, Sept. 25, 1879. 

l,948(1858)Eng. 
570,595. 
HAV I LAND. Frank W. Vehicle Driving 

Gear 170 

Lynn, 117, 307, July 25,1871. 

Rowe, 271, 129, Jan. 23, 1883. 

Calhoon,94,596,Aug.31, 1869. 

Rlchardson,480,626,Aug.9,1892. 

Hicks, 20 6, 176 July 23,1878. 

Sells, 128, 178,June 18,1872. 
570,396, 
HAVILAND, Prank W.Vehlcle Driving 

Gear 170 

Karlson, 500, 583, July 4,1895. 

Robertson,419,562,Jaii.l4,1890. 

Rowe, 271, 129,Jan. 23,1883. 

Richardson,480,626,Aug.9,1892. 

JaBper,426,384,Apr.22,1890. 

Selden,S49,160,Hov.5,1895. 

White, 480, 757, Aug. 16, 1Q92. 

Stewart., 484, 828, Oct. 25, 1892. 

Shadd, 555, 891, Jan. 11,1887. 

Ball, 159, 997, June 17,1875, 
607,116. 
HAYNES,51wood and Apiierson, Elmer. 

Motor Vehicle „ 94. 

D\iryea,540,648,Jtme 11,1895. 

Baker, 585, 018, May 25,1897. 

Clapp,577,185,Fig.4,Eeb.l6,1897. 

Thompson, 374, 016, Nov. 29,1887, 

Clark,450, 835, »une 24,1890. 

Bridenthal,3Sl,7S5,Nbv.2,1886. 

Mar shall, 458, 168, Oct. 14, 1890. 

Ames, 5 00, 544, July 4,1^95, 

Llbbey, 447, 616, Mar. 5,1891. 

Glllett,493,082,Mar.7,1895. 

Clark and Motley, 12, 514, Mar. 14, 1849. 
115,767. 
HAZEN, J ohn W. Road Engine 243 

Sprout , Apr . 9, 1664. Eng. 
593,470. 
HEATON, Henry W.Mot or Vehicle 84 

Springer, 485, 235, Nov. 1,1892.. 

Parker , 287 , 855 , Nov. 6, 1883. • 
400,846. 
HEGGEM,Charlfes 0. Traction Engine... 567 

Campbell and Land, 317, 222, May 12,1885. 

Robinson, 300, 397, June 17,1884. 

Schulzeberge,.317,583,May 12,1885. 

Laf ever ,339, 194 , Apr. 6, 1886. 

Shepherd, 299, 427, May 27,1884. 

Elward,255,023,Jan,31,1882. 

Ovfemian and Hadley, 385, 370, July 3,1888. 

5,870, ( 1885 )Eng. 

Napier , 93 ,469,Aug. 10, 1869. 

Trallinger, 164, 344, June 8,1875. 
489,865, 
HEGGEM, Charles 0. Steering Apparatus 

for Traction Engines 392 

Broome 1,298, 189, May 6,1884. 

Palmer, 293, 067, Feb. 5, 1884, 
529,490. 
HEGGEM, Charles 0. Traction Engine.; 461 

Jones, 308, 500,Nov. 35, 1884. 

Hoke, 539, 553, Apr. 6, 1886. 
Land and Campbell, 257, 444, May 2,1882. 

Hershey, 456, 567, July 28,1891. 

Elward,236,3l2,Jan.4,1881. 

Bange, 168, 600, Oct. 11, 1875. 

Robinson, 300, 397, June 17,1884. 

Campbell and Land, 3 17, 722, May 22,1885. 
554,421. 
HEGGEH, Charles 0. Steam Street • 

Roller 411, 

Hobeiizolleiii.41, 102.Ger. 



691 

iRlm 
669 

598 



546 



547 



506 



586 



501 



635 



645 



674 



654 



692 



RujnelV.428,6S4,May 2?; 1890. 

Hershey, 456, 557, July P,8,1891. 

Pickles, 296, 446, Apr. 8, 1884. 

Wright, 466, 281, Dec. 29, 1891. 

Ave ling, 152, 252, Oct. 15,1872. 

Pope, (R)l 1,547, June 27,1895. 
225,827. 
HEIIiMAM,W}n. Gearing for Traction 

Engines 

564,411. 

HELPHINSTINK,Lon P. ,and W.A. Steer- 
ing Device for Trac- 
tion Engines 

Webster, 55 1,593, Dec. 1,1885. 

Chamberlain, 357, 978. Feb. 15, 1887. 

Palmer, 293, 067, Feb. 5,1884. 
262,894. 
HELBEYjGeo.H. Traction Engine 

Fish, 214, 246, Apr. 15, 1879. 

Fish, 167, 515, Sept. 7, 1875. 

Land and Campbell, 254, 223, Feb. 28 

Ave ling , 120 , Gil , Nov. 7 , 1871. 
265,499. 

HELVEY, George H. Traction Engine.. 

Fair chi Id , 230 , 762. Aug. 3 , 1880. 
?51,768. 
HENRY, John, Tricycle 

111,644. 

HERlUNCE.Chas.W.Stean Road Wagon.. 

Hal 1,91, 121, June 8,1869. 

Davis, June 17,1847. 

Fisher, 65, 199, May ,33,1867. 
4,311. fR) 

HEX MANGE, Chas W. Steam Road Wa«on. 
612,655. 

HERSHBERGER,Johathan, Traction En- 
gine 

Burdett, 224, 868, Feb. 24, 1880. 
Gillson,227,259,May 4,1880. 

Davidson, 188, 866, Mar, 27, 1877. 
289,098. 

HERSHEY,Martin EDraft Attachment 
ror Portable Engines....... 

367,912. 

HERSHEY,Martin S. Traction Engine. 

Aveling , 120 , 611 , Nov. 7, 1871. 

Frick, 263, 159, Aug. 22, 1882. 

3,335,(1876) Eng. 

Frick, 245, 881, July 5,1881. 

Taylor and Pagenhart,270,999.Jan. 

Elward,279,925, June 26,1883. 

Allonaa, 221, 465, Nov.4, 1879. 

Ave ling, 132, 252, Oct. 15, 1872. 

Lindelof,135,825,Feb.ll,1873. 
375,815. 
HERSHEY, Martin E. Traction Engine.. 

Mulheirn, 270, 330, Jan. 9,1883. 

1,029, (1678lEng. 

WateroUs,359,652,Mar.8, 1887. 
583,749. 
HERTEl,,M£ix E. Motor Cycle 

Miller, 260, 598. July 4.1882. 

Baldwin, 429, 804, June 10,1890 

Boyle,470,175.Mar.8,1892. 

Huntington,411,196.Sept.l7,i889. 

Perry, 415, 790, Nov.26, 1889. 

Martin, 188, 300, Mar. 13, 1877. 

Frick, 256, 993, Apr. 25, 1882. 

Long, 281, 091, July 10,1883. 

Sellers,33,283,Sept.lO,1861. 

Benz,586, 798. July 31,1888. 

FlachS,437, 026, Sept. 23,1890. 

Bolte, 447, 935, Mar. 10, 1891. 

Hill, 407, 950, July 30,1889. 

Libbey,458,010,0ct.7.1«90. 

Duryea, 540, 648, July 11,1895, 

Baldwin, 211, 685, Jan. 28, 1879. 

Gombert and Monroes. 17 5, 074, Mar, 2 



450 670 

355 627 

295 603 
,1882. 

296 605 

21 476 

35 48S 

56 482 

528 616 



452 671 
SSe 628 



23,1883. 



456 672 



178 550 



INDEX 

Plate Claim piate Claim 

Schneider, 319, 329, June 2,1885. 

Mohr, 354, 649, Dec. 21, 1886. 

Ames, 320, 745, Jime 23,1885. 

Cormack,291,500,Jan. 1,1894, 

Elward, 256, 565, Jan. 11,1881. 

Benz, 385, 887. June 26,1888. 

Young, 282, 022,July 24,1885. 
HIATT,Ruffin,See HANSARD, Joseph. 
821,085. 

HICHS,Bohn C. Vehicle 81S 573 

557,529, 

HICHS, Henry c. Traction Engine.... 412 655 
460,575. 

HIGGENSjChas.and GREGORY ,John Trac- 
tion Engine 384 641 

Chambers, 586, 297, July 1-7,1888. 
60*, 764. 

HILDERBRANDTjChas.T. Driving Mech- 
anism. 192 558 

Bull et al, 124, 327, Mar. 5, 1872. 

Connelly, 426, ,985. Apr. 29, 1890. 

Griscom,406, 255, Aug. 6,1889. , 

Lidde 11, 347, 000, Aug. 10,1886. 

Gorden,and Reiss,258,535,May 23,1882. 

Smith,256,395,Apr.ll,1882. 

Von Fitter, 2, 352, (1890)Swiss. 

Mueller, 583, 500, June 1,1897. 

Reaiiy,510,818,Dec.l2,1893. 

Burt, 22, 578, Dec. 28, 1891, Eng. 

Barnes, 474, 45 6, May 10, 1892. 

Henroid-Baehnl,9,011, 1894.Swi6s. 
615,272. 

HILDERBRANDTjChas T. and McMullen, 
Frank R. Motor Driven 
Vehicle 199 563 

Lecky,42,205,Apr.5,1864. , 

Milliken,163,681,May 25,1875. 

Peters, 565, 415, May 24,1887. 

Gray, 656, 346, May 17,1896. 

Hart ,417, 419, Dec. 17 , 1889. 

Stewart,484,829,0ct.25,1892. 

Boult,22, 609, 1896. Eng. 
601,205. 
HILL, George H. Motor Vehicle 185 564 

Stone, 181, 220, Aug. 15,1876, 

Robinson, 15, 820, Sept. 50,1856. 

Bibb, 127, 145, May 28,1872, 

Frazier,408, 229, Aug. 6,1889. 

Pine, 7, 758, Nov. 5, 1850. 

Scheffler and Morrison, 73, 051, Jan.7, 1868. 

Bollee,239,452,Mar.29,1881. 
440,035. 
HIRST, Anson, Apparatus for Steering 

Wheeled Vehicles 578 658 

Mohr, 502, 155, July 15,1884. 

1,914, (l869)Eng. 
506,691. 
HITCKCOCK,Wllliam R. Leveler for 

Road Engine Boilers 402 650 

Kravik,442,777,Dec.l6,1890. 

Lowry, 492, 303, Feb. 21, 1895. 
265,809. 
HOAG,Andrev/ J. and Drew,John A. 

Traction Engine 29.6 603 

Helvey,262,894,Aug. 15, 1882. 
Wait, 258, 686, May 50,1882. 
505,516. 
HOAG, Andrew J. Traction Engine.. . . 325 614 

Rumely,284,676, Sept. 11,1883. 
H0AG,Andrew J. See Brown Edmond D. 
HOGAN.Martin J. See Miller -Tacob. 
28,475. 

HOLLOWAY, I.F. Steam Traction Engine 234 585 
A.Gordon's Treaties on Locamotion 
pp. 46-47. plate. 5, fig. 1-. 
HOLMEN,John P. See Ferguson, Edward. 
601,440. 
HOLMES, Britain. Motor Vehicle. .... 90 504 



i,1876. 



INDEX - 



693 



644 



647 



490 



672 



p 1 B.t e C le.im 
Holmes, 560, 130, Sept. 10, 1861. 

Seller, 33, 283, Sept. 10,1861. 

Shuttleworth, 154, 156, Aug. 18,1874. 

Borchart , 246 , 366, Aug. 50 , 1881. 

Motter, 479, 915, Aug. 2,1892. 

Bull and Bloomfield,124,327,Mar.5,1872. 

Connelly,426,985,Apr. 29,1890, 

HarriSj495,733,Apr. 18,1893. 

Lewis 645,962,Sept.l0,1895. 

H\intlngton,411,196,Septl7,i889. 
91,018. 
HOLSKE .William F. ,and Babbitt, B.T. 

Velocipede, 153 538 

Butterworth & Arnold, 1,745, July 9,1861. 

Rupel and Bond. (Re,1. Case )Filed 1865. 

■Wooa,8b,501,Dec. 29, 1868. 

Bar, 30, 192, Oct, 2, 1860. 
489,811. 
HOLT, Benjamin, Traction Engine 591 

Poitevent, 230, 052, July 13,1880, 

Price, 419, 284, Jan. 14,1890. 

Glover,594,851,Deo.l8,1888. 
499,114. 
HOLT, Benjamin, Traction Engine S96 

HanKs, 217, 941, July 29,1879. 

Schroeder ,447 , 978, Mar. 10,1891. 
545,094. 

HOPKINS, Nelson S, Mo'tor for Bi- 
cycles 64 

445,481. 

HOWLAHD.Bphraim Portable Steam. En- 
gine 459 

Howland, 385, 627, July 3,1888. 

Lotz,9,838,Nov. 18,1855. 2 ser.Vol.33. 
p. 77, pi. 8, French, 

1,684, (l864)Eng. 
455,568, 
HOWLAND, Eptar aim Steam Steer ir\g 

Gear for Vehicles... 583 640 

453,369. 

HOWLAND, Ephralm. Steering Gear for 

Vehicles..... 285 640 

237,978. 

HOXIE, Ezra, Traction F.ngine. 281 599 

Frazer , 147, 92? ,Feb. 24, 1874. 

Miller, 165, 854, July 20,1875. 

Rob ingson, 15., 820, Sept. 50, 1856. 
205,867. 
HUBER, Edward, and TITOS, John C, 

DURPEE, Edward, and SWINNERTON 

J.F. Portable Engine 449 670 

McEeig, 166, 541, Aug. 10,1875. 

Portefeullle Ecomomlque des Ma- 
chines. Vol. 1, pi. 1 & 2. 1856. 

Miller, 189, 248, Apr. 3, 1877, 

Dungan, 91,105,J\me 8,1869, 

Miller, 165,854, July 20,1875. 
271,464, 
HUBER, fidward,Traction Engine 303 60S 

Yoch,177,052,May 2,1876, 

Heilman,225,827,Mar.23,1880, 

Brady,244,S73,July 19,1881. 

2,969, (1868)Eng. 

2,548, (l858)Eng. 

Bean, 157,904,D&c. 22, 1874, 
563,177, 

HOBKR, Edward. Tract ion Engine 414 656 

565,900, 

HUBER, Edward, Traction Engine 414 656 

Landis,551,493,Dec.l7,1895, 
627,190, 
HOBER, Edward, Tract ion Engine 444 669 

Friek,262,758,Aug. 15,1882, 

Lajadis,245,841jAug.l6,1881. 
300.869.. 

HUDSON, Harry H, Traction Engine. . . 319 613 
HUGHES jjasob. See Lippy,David, 
827,503, 
HUMPHREY, John A^ Motor Vehicle..., 224 581 



Plate ClaUn 

McCray,236,852,jan. 18,1881, 

PeHas,26,415,(1896)Kng. 

Bird, 585, 251, June 29,1897. 

Twitchell,6l0,503,Sept.6,lR98. 

Roby, 619, 505, Feb. 14,1899, 
625,953, 

HUNTER, Rudolph M. Electric Device 
for Propelling and Controll 

Ing Vehicles 151 536 

411,196. 

HUNTINGTON, Frank A. Vehicle 

Haynes,98,572,Jan.4, 1870. 

Palmer, 235, 691, Oct. 26, 1880. 

Daimler, 313, 925, Mar. 17,1885, 

5,007, (1884)Eng, 
207,524, 
HUSSEY, William L. Road Engine.. 

Bean,7S,548,Mar.l0,1868. 
HUTCHINS, Peter W. See Webster, Martin. 



59 



262 



489 



S9S 



620,326 

ILLIFFE,Wm.C. Changeable Speed 

Gearing 2X2 673. 

Lehmer, 320, 665, June 23,1885. 

Hanson, 548, 892, July 9,1895. 

Davis,410, 751, Sept. 10,1889. 

Farrell,515,775,Jan.30,1894. 
549,795. , 
INCLETON, Edward. Traction Engine... 409 654 

Townsend ,488, 599, Sept. 13, 1892. . 

To\7nsend , 181 , 745 ,Aug ,29,1876. 

Applegrath,SS2,385 ,Nov. 9, 1886. 



502,820. 

JACKSON,Byron. Traction Engine 398, 648 

Cr osby , 188, 859, Mar . 27 , 1877. 

Stut, 301, 074, June 24,1884 . 

4,660(1878)Eng. 

Estrade , 264 ,828, Mar . 7, 1882. 

Gardine, 444, 580, JanlS, 1891. 

Patterson, 441, 852, Dec. 2, 1890. 

Rivera, 196, 597, Oct. SO, 1877. 

Balchelloi, 459, 851, Sept. 82, 1891. 

Von Borrus,361,471,Apr.l9,1887. 

Pike, 228, 555,June 8,1880. 

Inglefield,lll,546,Feb.7,1871, 

Welch, 452, 742, May 19,1891. 

Purvis ,439 , 763 ,Hov. 4 , 1890. 

Jarvis, 336, 412, Feb. 16,1886. 
282,197. 
JACKSON, Noah, Traction Engine..'.... 509 608 

11,460 (l846)Eng. 

Chapin,161,006,Mar.23,1875. 

Tllton,266,924,0ct.31,1882. 

BroslU3,209,451,0ct.29,1878. 

Mlnnlss, 61, 231, Jan. 15,1857. 
583,179. 
JAMES, David B. Traction Engine 564 631 

Wheeler, 34, 471, Feb. 18,1862. 

June 7, 1847. 2d Series, Vol. 12, p. 
15, pi. 4. French. 

10,411, (l844)Eng. 

Roberts, 357, 035, Feb. 1,1887. 

Strong, 359, 596, Apr. 6,1886. 

Clarke, Sept. 9, 1885. 
894,877. 
JARVIS, Samuel E. Traction Engine.... 316 612 

Doan, 158, 923, Jan. 19, 1875. 

&innamon,225,027,"Mar.8,1880. 

St out, 223, 405, Jan. 6,1880. 



694 



> INDEX. 



Plate 
536,412. 
JARVtSjSamuel E. Traction Engine. . . 341 

Jarvis,294,877,Mar.ll,1884. 

S innamon, 225 ,027 ,Mar ..2, 1880. 

Hall, 16, 919, Mar. 51, 1857. 

Greig et al, 316, 774, Apr. 28, 1885. 
572,022. 
JARVIS, Samuel E. Traction Engine. . . 558 

180,(1876)EnB. 

l,914(186e)Kng. 

Taber ,534 , 623 , Jan. 19, 1886. 
426,384. 

JASPER ,Wllhe Im. Velocipede 119 

287,939. 

JENNEjCharles H. Spring Motor for 

Road Wagons 16 

227,259. 

JILLSONjAlonzo. Traction Engine.... 275, 

Yoch,177,05g,May 2,1876. 

Miller, 221, 900, Nov. 18,1879. 

Ave ling, 120, 611, Nov. 7, 1871. 
JOIIANNET, Maxims, See Dupont,Gustav. 
625,772i 
JOEL, Henry F.Automotor Carriage... 150 

Woods, 585, 371,June 29,1897. 

Morris and Salom,579,890,Mar.30,1897. 

Hennance, 11). ,644,Fet!. 7, 1871. 

Roby,619,505,Feb.l4,l898. 
609,811. 
JOHNSON, Charles M.Motor Vehicle... 97 

Dunlop,10,531,May 30,1893.EnE. 

Morris and Saloin,541,001,Jtine 11,1895. 

Libbey,447 , 616,Mar. 3 , 1891. 

Elward, 253, 023, Jan. 31,1882. 

Gilstrop, 360, 875,Apr. 12,1837. 

Jones, 17, 970^ Aug. 11, 1857. 

Powers, 510, 707, Dec. 12,1893. 

Hirsch,532,555,Jan.l5,1895. 

16,382(l892)Eng. 

Ellis, 161, 217, Mar. 23, 1875. 

Mueller, 582, 539,May 11,1897. 

Jones ,473 , 843 ,Apr . 26, 1892. 

Huntington, 411, 196, Sept. 17, 1889. 
622,235. 
JOHNSON, Charles M.Driving Wheel 

for Motor Vehicles 469 

Brink, 581, 333 ,Apr.27, 1897. 

E Ider ,335 , 904, Feb. 9, 1886. 

Emeis,262,752,Aug.l5,1882. 

Einpie,438,411,0ct.l4,1890. 
307,771. 
JOHNSON, Nell, John J. ,aDd Edward. 

Traction Engine. >... 225 

Kellogg , 135 , 128 , Jan. 21, 1873. 

Frick, 266, 456, Oct. 24,1882. 
618,057* 

JOHNSON, Vincent. Snow or Ice Vel- 
ocipede 438 

Whltei480,7S7,Aup.l6,1892. 
17,970. 
JONES, £".0. Steering Apparatus for 

Steam Carriages. •--. 232 

475,845. 

JONES, Isaac B.Mechanlsm for Pro- 
pelling Vehicles .162 

Erwin, 270, 958, Jan. 23, 1885. 

300 ( 1852 )Eng. 

Deering,309,955,Dec.50,1884. 

Bible, 127, 143, May 28,1872. 

Elf ers, 244, 117, July 12,1881. 



Claim 
621 



628 



521 

475 
596 



556 



508 



677 



615 



666 



585 



541 



K 



491,892. 

KAHES. Joshua. Conipressed Alf Motor 



Plate Claim 
for Propelling Wheeled 
Vehicles ; 110 518 

Savalle, lH,lJ.t,Jan;i8,1876.Pr. 

Buel 1,300, 443, June I7,ia84. 

Crocker, 176, 9Sl,May 2,1876. 

Jenkins, 114, Oct. 1, 1852. Eng. 
566,769. 

KELLER, Carl. Traction Engine 414 657 

523,554. 

KELLER, Emil E. Electrically Propel- 
led Perambulator 12S 525 

Van Gestel,410,049,Aug.27,1889. 

WiHett,461,228,0ct.l3,1891. 

Soley and Perkins, 482, 594, Sept. 
13,1892. 

Hunter, 424, 206, Mar. 25,1890. 

Hunter ,445 , 144 , Jan. 20 , 1891. 

Fox, 281, 859, July 24,1883. 
504,272. 
KELLER,6ottlleb. Motor Ill 519 

Pollock, 4, 639( 1884 )Eng. 

Worthen, 121, 306, Nov. 28,1871. 

Ruse ,364 ,437, June 7,1887. 

Sexton,58,307,Sept.25,1866. 
306,403. 
KELLY, Oliver W. ,andDieter, Louis F. 

Traction Engine , 323 614 

ReeB,66,506,June 4,1867. 

Post, 112, 736,Mar. 14, 1871. 

Frlck, 256, 993, Apr. 25, 1882. 

Snyder and Frick,275,279,Apr.3,1885. 

Rider, Snyder and Frick,277,784, 
May 15,1885. 

Deraming ,Mar . 25 , 1884 . Bng . 
307,598. 
KELLY, Oliver W. ,and Dieter ,Loul8 F 

Traction Engine 324 615> 

510,443. 
KELLY, Oliver W. ,and Dieter, Iipuis F. 

Traction Engine.... S26 615 

Rumely, 275,596 ,Mar. 6, 1885. 

Land is, 268, 808, Dec. 12,1882. 

Frlck and Snyder, 275,978.Mar. 13, 1885. 

611,655. 

KELLEY,Wilbur S. Traction Engine... 437 666 

Olson, 695, 542, Nov. 9,1897. 

Van Wagenen, 441, 264,Nov.25, 1890. 

Schmitt, 586,871, July 20,1897. 
135,128. 
KELLOGG, Dan.W. Traction or Portable 

Engine... 249 587 

King, 6,209,Mar. 20, 1849. 

iiUttgens, 12 ,064, Dec. 12,1854. 

Soheffler and Morrison, 73, 051, 
Jan. 7>. 1868. 

Cowley( Hej. Application )Apr. 25,1868. 

Bibb, 12 7, 143, May 28,1872. 
561,997. 
KENNEDY, Albert H. Motor Vehicle. . . 168 545 

Glover, 394,851,060. 18, 1888. 

Self, 546, 327,July 13,1886. 

Thorp, 495, 531,Apr. 18,1895. 

Brown, 278, 770,June 5,1885. 
412,925. 

KINSMAN, Frank E. Electrically Opera- 
ted Ice-Cutting Machine... 118 "521 

Weston, 283, 646 ,Aug. 21, 1885. 

Bentley,382,941,May 15,1888. 
256,041. 
KISSANE,Per8ifer T. Traction Engine. 278 598 

Frazer,147,927,Feb.24,1874. 
477,057. 
KITTEN, Florens. Gearing for Traction 

Engines. 586 642 

Frlck, 256, 995,Apr. 26, 1882. 

Snyder arid Frlck, 275, 271, Apr^5, 1883. 

Rider, Snyder and Frlck, 277, 784, 
May 15,1883. 



INDEX 



695 



Plate 
376,528, 

KITE, Edward. Differential Gear for 

Traction Engines 561 

Annin,168,9S5,0ct. 19,1875. 
447,331. 

KLiHR,DaviHa L. Tricycle 25 

363,246. ' 

KLOTZ, George A., and John E. Device 

for Guiding Traction Engines 354 

Blvdim,318,444,May 26,1885. 

Schnidt and Bevercomb,337,53S, 
Mar. 9, 1886. 
KKIGHT, Horace. See IJoe, Clarence. 
566,606. 
KNDDSEN,Karsten. Circuit Controller 

for Blectric Vehicles 131 

Lxuideil, 507, 144, Oct. 24,1893. 

Wrightman,435,958, Sept. 9,1890. 

Parker ,296( 1888)EnB. 
611,258. 
KNUDSEN,Karsten. Truss Frames for 

Electric Vehicles 142 

Conroy,350,660,0ct. 12,1886. 

Baker, 583. 018, May 25,1897. 

Maxims , 594, 80b ,hov. 30 , 1897. 

smith, 12, 041 ( 1896 )Eng. 
615,420. 
KlIUDSEN,Karsten.Electric Vehicle.. 145 

Thompson,374,016,Nov,29,1887. 

Clark, 430, 833, June 24,1890'. 

Clapp,5 77,185,Feb.l6,1897. 

Baker, 5 83, 018, May 25,1897. 

Mueller, 845, 539, May 11,1897. 
il,724(R). 
KNUDSEN,Karsten.Electric Vehicle.. 146 

Maxim, 594, 805, Nov. 30, 1897. 
502,230. 
KRAMER, George W.Steering Gear for 

Traction Engines 398 

Heidenreich, 321, 218, June 50,188";. 

0ttO.410,012,Aug.27,1889. 

Spon s Dictionary of Mechanical 
Movements. 

Palmer, 293, 067, Feb. 5, 1884. 

Lake, 105,956, Aug. 2,1870. 

Broomell,298,169,May 6,1884. 
503,146. 
KRAMER, George W.Steering Gear for 

Traction Engines 400 

503,147 

KRAMER, George W.Steering Gear for 

Traction Engines 400 

520,688. 

KRAMER, George W.Steering Gear for 

Traction Engines 403 

Pitt,2,97l(l887)Eng. 

10,243(1844)Eng. 
442,777. 
KRAVIK,01e 0. Boiler Leveler 379 

Long, 354, 605, Dec. 2 1,1886. 

Larzelere, 300, 271, June 10,1884. 

Owinga, 291, 075, Jan. 1,1884. 

Greens lade , 123, 395, Feb. 6, 1872. 
607,997. 

KRIEGER, Louis. Electrically Self-pro- 
pelled Vehicle 139 

Morris et al, 578, 651, Mar. 9, 1897. 

Morris et al, 579, 890, Mar. 30, 1897. 

Hunter ,434, 148, Aug. 12, 1890. 

Edison,273,490,Mar.6,1883. 

Edison, 436, 127, Sept. 9, 1890. 

Mitchell, 523, 817, July 31,1894. 

Fryer,2S3,OB6,Oct.l2,1880. 

11,780(R). 

KRIEGER, Louis. Electrically Propel- 
led Vehicle i4-i 

.244, 542, Fr. 
87,401,Feb.7,L895.Ger. 
24.94l(l896)Eng. 



Claim 
630 

478 

627 



527 



532 



532 



533 



648 



649 



649 



650 



639 



531 



531 



Plate Claim 

Shaw]ian,453,2r6,June 2,1891. 
351,112. 
KROH, Victor. Traction Rngine 346 624 

Angel 1,288, 944, Aug. 14, 1883. 

5,280(1825)Eng. 
621,684. 
KROTZ,Alvaro S. Motor Cycle 215 574 

8,596(1896)Eng. 

Paget, 260, 660, Oct. 23, 1896. Fr. 

Plass, 571, 392, Nov. 17,1896. 

Sausburg,488,824,Dec.20,1892. 

Trautmann,248,531,0ct. 18,1881, 

Duryea, 540, 648, June 11,1895. 

Clapp, 577, 185, Feb. 16, 1897. 



334 



343 



241 



326,994. 

LAFEVER,Minrad, Traction KngineGear 

Lari(its.286,313,0ot.9, 1883. 
339,194. 
LAFEVER,Minrad,Traction'Engine.. . , 

Debes, 267, 405, Nov. 14, 1882. 

Shepherd, 2 99, 42 7, May 27,1884. 
105,956. 
LAKE, J. K. Traction Engine 

Hake, 62, 264, Feb. 19,1867. 

Sprout's Rejected Application, 
Apr. 9, 1869. 

Jarvin, 80,487,July 28,1868. 

Hovly, 62, 420, Feb. 26,1867. 

Thomas, Re.iected Case, Filed Aug. 4, 1857 

Lecky,42,203,1864. 

Brun,19,676,Mar.23, 1858. 

Montgomery, 87, 278, Feb. 23, 1869. 
593,357. 
LANCHESTER,Frederick,W. Steering 

Mechanism for Power Pro- 
pelled Vehicles 

Kurd, 318, 906, May 26 1885. 

Haas, 539, 736, May 21,1895, 

Bollee,239,432,Mar 29,1881. 

Fleisher,439,395,0ct. 28, 1890. 
239,715. 

LAND, Horatio N.and CAMPBELL, Howard 
Steering Gear for Traction Ve- 
hicles 

Fagarty,160,760,Mar.l6 1875. 

Bean, 75, 348, Mar. 10, 1868. 
254,223. 

LAND, Horatio N. and CAMPBELL, Howard 
Traction. Engine 

Sckemioth, 144, 241, Nov. 7,1873. 

Elfers, 244, 117, July 12,1881. 

Scheffler & Morrison, 73, 051, Jan.7, 1868 
257,444. 

LAND,HorationN. & CAMPBELL, Howard. 
Traction Engine 

Davidson, 188, 866,Mar. 27, 1877. 

Imboden,190, 046,Apr. 24, 1877. 

11,472,(1846) Eng. 

Downes, 182, 424, Sept. J9, 1876. 
LAND, Horatio N. See Campbell, Howard 
245,841. 

LANDIS, Frank F. Traction Engine... 
246,019. 

LANDIS, Frank F, Traction Engine... 
252,044. 

LANDIS, Frank F. Compensating Gear 
for Road Engines 

Brid°nthpl., 212,889, Mar 4. 1879. 

Heilman,2H5,8S7,Mar.23,1888. 

l,684,(l857)Eng. 
266,698, 
LAND IS, Frank F. Traction Engine... 

«90. fl868)Eng. 



618 



622 



585 



182 555 



274 



597 



290 601 



451 



671 



284 
284 



600 
600 



288 601 



298 



604 



696 



INDEX 



Plate 


Claim 


■ 

? 


late 


Claim 


158,ria58<EnB. 






12,918. 






Bean, 157, 904, Dec. 22, 1874. 






LA TTA, A. B.St earn Locomotive 


889 


582 


1,726, (1863lEng. 






Br.aithwaite , 1832. Eng. 






1,575,(1860) Eng. 






Knight's Encyclopoedia of the 






2,548, (185a)Eng. 






Industry of All Nations,?. 866-867. 




268,808. 






Herbett's Encyclopoedia Vol. I. p. 5 
Second Series of Newton s London 


18. 




LANDIS, Frank F. Traction Engine*.. 


300 


605 






Doughty, 92, 433. July 13,1869. 






JournaljVol. IV. p. 188iVol.V.p.242. 




Landis,246,019,Aug.23,1881, 






Fairbainn s Steam Traveling Crane 


» 




. Frick, 243, 881, July 5 1881. 






in Newton's Journal of Jan. 1855 


. 




Stribllng,,, 259, 600, June 13,1882. 






No. 1, New Series, p. 48. 






Miller, 227, 441, May 11,1880. 






W.C. Fuller and G.M.Knewith's 






286,313, 






patent (EnglOct. 1852, described 






LANDIS, Frank F. Traction Engine... 


311 


609 


in the practical Mechanic's Journal 




Debes, 267, 405, Nov. 14, 1888. 






Vol. VI. p. 163. 






Landis,266,698,0ct.31,1882. 






183,177. 






Frick, 258,401 May 23,1882. 






LAUCK, Jacob. M.Steam Carriage ., 


..38 


483 


Barrans,26,074 Nov,8,1859. 






Ellis, 161, 217, Mar. 23, 1875. 






Frick, 263, 159, Aug. 22, 1882. 






Hermanoe , 11 1 , 644 ,Feb. 7, 1871. 






Bridenthal ,252,780,Jan. 24, 1882. 






Yost, 15, 045, June 3,1856. 






Klssajie,236,031,Dec.28,1880. 






Cook,70,804,Nov.l2,1867. 






Frick, 266, 456, Oct. 24, 1882. 






Jones, 17,970,Aug. 11, 1857. 






Helvey,265,499,0ct.3,1882. 






292,924. 






294,793. 






LEACH, Charles J. ,and 01ds,A„ 






LANDIS, Frank F. Traction Engine 






Traction Kngine. ............ 


315 


610 


Bear in*? *... 


315 


611 


Frick,256,993,Apr.85,1882. 
Culver, 212, 833, Mar. 4, 1879, 






Smith, 6,487, (R), June 15,1875. 










Remsen,183 023, Oct. 10, 1876. 






Heilman,285,827,Mar.23,188C. 






Muzzey,145,004,Nov.2S,1873. 






0gden,250,955 ,Dec. 13, 1881. 






294,794. 






Landis, 252, 044, Jan. 10,1882. 






LANDIS, Frank F. Traction Engine... 


315 


618 


Bean, 157, 904,Dec. 22, 1874. 






Iiatta,12,912,May 22,185S. 






Fairchlld,225,695.Mar.20,1880, 




« 


337,841. 






l,684(l857)Eng. 






LANDIS, Frank F. Traction Engine... 


342 


. 622 


93,316. 






355,939. 






LEACH, Daniel F. Portable Locomotive 


840 


585 


LAND IS, Frank F. Traction Engine... 


351 


626 


Hartnett,17,834,July 81,1857. 






366,226. 






BlancTiard,40,0i4,Sept.20,1863. 






LAND IS, Frank F. Traction Engine... 


356 


62B 


48,203. 






Landis,266,698.0ct 31j 1882. 






LECKY, Robert H. Traction Wheel 


836 


583 


Frick,263,159,Aug.22,1882. 






599,663. 






Landis,246,0a9,Aug.23,1881. 






LEIDGEN,Nicolous, Variable Speed 






Landi8,252,044,Jan.l0,1882. 






Frictional Gear 


175 


549 


368,772. 






343,910. 






LANDIS, Frank F. Traction Engine... 


SS8 


688 


LEIGH, James. Tract ion Engine 


545 


685 


Lecky,42,203 Apr. 5. 1864. 






Stout ,223,405, Jan. 6, 1880. 






Stuntz, 103,102, May 17,1870. 






Sinnamon,225, 027, Mar.2, 1880, 






d33,132. 






Poan, 158,923 ,Jan.l9, 1875. 






IjANDIS, Frank F. Steering Gear for 






355,940. 






Traction Engines 


405 


651 


LELAND, William L.Tract;lon' Engine. . 


351 


626 


551,493. 






Bange ,168,600, Oct . 11 , 1865 . 






LAND IS, Frank F. Steering Gear for 






345,596. 






TTafitlon Knff iTies. .•.*•>*•.• 


410 


654 


LENOIR, Etienne J.J. Gas Engine..... 
4,337(1879)Eng. 


53 


488 


LANGDON, Barnabas, Traction Wheel... 


226 


582 






573,010. 






21,411.Ger. 






LANGER, Got tho Id, Motor Vehicle 


171 


547 


3,467(1879)Eng. 






Freeman, 288, 299, July 31 1883. 






Beesley,270,000,JaE.8,1883. 






Madden, 470, 841, Mar. 15, 1892. 






3,370(1876)Eng, 






Prosser,224,727,Feb.-17,1880. 






5, 042 (1883) Eng. 






Wootton,375,307 Dec. 20, 1887, 






Baldwin, 887, 897, Nov. 6, 1883. 






589,001. 






Hopkins, 284, 555, Sept. 4, 1883. 






UNGER,Got.thold,Motor Vehicle 


180 


552 


4,979(l878)Eng. 






Stone, 181, 280, ATOg. 15, 1876, 






Hopkins, 306, 924, Oct. 21, 1384. 






Corjnexh, 291, 300, Jan, 1,1884, 






29,138.Ger. 






Guild,& Clark, 300, 715,Feb. 86, 1878 


• 




3,178(1869)Sng. 






Smith & Walker, 379, 9.96,May 87,1888. 




Parker, 269, 813, Dec. 26, 1882. 






299,484,. 






298,001. 






LARZELERE, Henry B.Portable Engine- 


318 


.612 


LEWIS, Andrew. Spring and Weight 






Debes, 267. 405, Nov. 14,1882, 






Motor.. ..........w 


17 


475 


300,270. 


545,962. 




LARZELERE, Henry B.Portable Engine, 


452 


671 


LEWIS, George W. Motor for Traction 






300,271. 


319 


612 


V.TiS Ines ....•....••■....^..•. 


-lOS 


652 


LARZELERE, Henry B. Traction Engine 


.CjXJg Xll^ h^ ............... .^ ..." 

Smith, 39, 965, Sept. 15, 1863. 




Landis,268,808,Dec,12,1882, 






Collins, 1,047, Dec. 31, 1838. 






Post, 36, 914, Nov. 11, 1862, 






Storey ,418, 297, Dec. 51, 1889. 






Ivey,2S7,33S,May 8,1888. 






Whiting, 515, 687, Apr. 14, 1885. 






RuiQely,273,396,Hsx. 6, 1883, 






Huntington, 411. 196, Sept. 17, 1889. 






Owlngs, 291, 095, Jan. 1,1884, 
486,481. 
LASTER, Harry W. Steam Road Roller.. 






Monnot , 272 , 743 ,Feb. 20 , 1883. 






890 


644 


Brov/n and Hoag,225,560,Mar.l6, 1880. 
Stevens. 343, 969, June 15,18S6. 





INDEX. 



697 



Plate Claim 
Hatch, 474, 758, Majr 10,1892. 

Roberts, 557, 0S6, Feb. 1,1887, 
604,857. 

LEWIS, George W. Motor Vehicle 190 557 

Gray, 495 , 182, Apr. 11 , 1895. 

Braiidtner,171,648,Jan.4,l876. 

Gibson, 384, 146, June 5,1888. 

Young, 158, 821, Jan. 19, 1875. 

Foster, 255, 583, Mar. 21,1883. 

Whitehall , 225 , 191 ,Nov. 2, 1980. 

Ames, 320, 743, June 23,188ff. 

Frick,25e,993,Apr,85,1882. 

Monnot,272 , 743, Feb. 80 , 1883. 

Brown and Hoag, 225, 560, Mar. 16, 1880. 

Land and Campbell, 229, 715, July 6,1880. 

Helpenstlne,364,411 ,June 7,1887. 

Connelly,426 5 985,Apr.29,1890, 

Matter ,479, 915, Aug. 2, 1892. 

Bull and Bloomfleld, 184, 327, Mar .5,1878. 
604i332. 
LEWIS, George W. Vehicle Motor 191 558 

Huntington, 411, 196 Sept. 17,1889. 

Fisher arid Nel3oh,511,415,Dec.26,1893'. 

Bowman, 502, 245, July 25,1893. 
609,443., 
LEWIS, George W. Vehicle Motor... ., . 96 507 

Harris-,, 495 , 733 ,Apr . 18, 1893. 

liull and Bloomfleld, 124, 327 ,Mar. 5, 1872. 

Mat ter,4?9,9i5,Aug. 2,1892. 

Benz,386, 793, July £1,1888. 

Huntlr^gton,411,196,Sept.l7,1889. 
509,919„ 
LIBBKY,Hosea W.Bloycle 47 485 

C ope land , 560 , 760 , Apr . 5 , 1887. 

KOthrock,308,855,Dec.2,1884. 

Long, 281, 091, July 10,1883. 

Eullard, 365, 788, July 5,1887. 

Carpenter , 324,227 ,Aug. 11 , 1885. 
547,441, , 
LIBBEY,Kor,ca W. Electric Bicycle... 185 525 

Sherrin,i",S90,Apr.ll,1888.Bne. 

Fleischer ,439, 395, Oct. 28, 1890. 
583,809. 
LIBBEYjHosea W.Steari Bicycle 47 486 

Savor, 15, 600, (1893iKr,8. 

McC lure, 331 ,518, Dec. 1, 1885. 

Ball, 139, 997, June 17,1875. 

Long, 281, 091, July 10,1883. 

Daimler ,376 , 638 , Jan. 17, 1888. 
596,272. • 
LIBBEY,Hosea W. Electric BicyiSle... 133 529 

Karr,13,122,0ct.ll,1892.Eng. 

Frentzell,80,858,Kov.3,1893.Eng. 

Libbey,547,441,0ct.8,1895. 

Boynton,496,560,May 8.1893. 

Eagan, 548,545 , Aug. 25 , 189] . 

Grisccim,408,222,Aug.6,lJ,89. 

Rogers et al, 512, 327, JaR.9, 1894. 

Short, 301, 657, Feb. 14, 1893. 
586,273. 
LIBBEY.Hosea W. Electric Bicycle.... 133 529 

Wiswl'li ,428, 709, May 27, 1890. 

Brace, :3.i, GOO, Aiig. 10, 1380. 

White ,425 , 645 ,Apr. 15, 1890. 

Libbey,547,441,0ot.8,1895. 
596,274. 
LIBBEY,K03ea W. Electric Bicycle... 134 529 

Br ill, 398, 222, Feb. 18, 1889. 

Molero,269,092,Dec.l2,1882. 

Paget ,593, 572, Nov, 27, 1888. 

Pendleton, 343, 393, June 3,1886. 

Pendleton, 323, 199, July 28,1885. 

Sherrin,12,455,Fig.3,AUB.29,1888.Eng. 

Sherrin,10,647,Fig3,3 & 9,Juiy, i889.Eng 
438,010. 
LIBBEY,Mark A. Propelling Mechanism 

for Vecicles 159 540 

Ames, 320, 743, June 23,1885. 

ii7eis.398,207,Feb.l9,1889. 



plate Claim 

Bui 1,195, 881, Oct. 9, 1887. 

Rogers, 350,017,Sept. 28, 1896. 
447,616. 
LIBBEY,Mark A. Propelling Meohnnlsra 

for Vehicles 161 540 

l,374(1888)Eng. 

Killner nnd Sitmnons, 103, 895, June 7,1870, 
278,154. 

LILLARD, Lafayette. Traction Engine. 307 607 
612,360. 
LINDSAY, Thomas J. Motor Vehicle... . 143 532 

DeDion and Bouton, 562, 289, June 16,1896. 

Sydenham et al, 606, 311, June 28,1898. 

Ellis and Stewart ,570, 203, Oct. 27, 1896. 

Ball, 13^, 997, June 17,1873. 
230,297, 
LIPPy,pavld and Roush,Jacob B. 

Traction Engine 275 597 

Bridenthal,212,889,Mar.4,1879, 

8,701, (1858)Eng. 
261,005. 
LIPPY, David and Hughes, Jacob. 

Traction Engine 294 603 

Falrchild ,850, 762 ,Aug. 3,, 1880. 

Berry, 168, 866, Oct. 19,1875. 
272,447. 
LIPPY, David and Hughes, Jacob. 

Traction Engine SOS 605 

Yooh,177,052,May 2,1876. 

Hov/axd and Stall, 849, 682, Nov. 15, 1881. 

Ayeling, 228, 588, June 8,1880. 

Jlll30n,227,259,May 4,1880. 

Runstetler,204,093,May 21,1878. 

Grelser, 229, 696, July 6,1880. 

Hasworth, 19'',551,Nov.27,1877. 

Westinghouse et al, 247, 720, Sept. 27, 1881. 
135,825. 
LINDELOF,Andrew.Road Roller,. ..... 249 588 

106,578. 

LOCKE, Aaron R.Road or Railway 

Carriage.. 242 585 

281091. 

LONG, George A. Steam Road Vehicle.. 59 483 

Morris, 260, 887, July 11,1882. 

2,ie4,(l886)Eng. 

Hancock, 194 ,870 , Sept. 4, 1877. 
26,911. 
LONG, Robert H. Propelling Passenger 

Cars by Steam 33 481 

Jones, 17, 970,Aug. 11, 1857. 

Robingson,15,820,Sept.30,1856. 

Dr. Har land's Steam Carriage desori 
bed in "Herbert on Railway and 
Locoi<iotion,115,122-126;Hick's 
Locomotive, same v/ork,p.200. 
1,125(R) 

LONG, Robert H. Portable Steam Engine 33 481 
354,605. 
LONG,T.Avery.Portable or Traction 

Engine 350 625 

Larzelere, 300, 271, June 10,1884. 

Owlngs, 291, 075, Jan. 1,1884. 

1,331, (l86l)Eng. 

l,I44(186l)Eng. 
271,343. 
LOUD, Philologus. Traction Knglne... 302 605 

Blbh,i27,143,May 28,1372, 

Thomas, 15 6, 18 7, Oct. 20, 1374 

Stone, 181, 22C,Aug. 15, iS76. 
492,303. 
LOWRY, George G. Traction Engine.... 393 64 6 

Burdett,224,868,Feb.24,1880. 

Kitten,477, 057, June 14,1892. 

Larzelere, 300, 271, June 10,1884. 

Higdon,268,231,Nov.88,1882. 

Evans ,401, 020, Apr, 9, 1889. 

BeESS,119,006,Sept.l9,1871. 
158,595. 
i.ues, Wm.C. Traction Engine. 252 589 



698 



INDEX 



DiHaiia,91,829,June 29,1869. 

Henming3,92,528,July 13,1S69. 

Johnson, 97, 4,11, Nov. 27,1869. 

Yost, 15, 050, June 3,1856. 

French, 102 107,Apr.l9,1870. 
601,731. 
LUFBERY, Charles E. Motor Vehicle.. 

Gauntt,91,929,Jvine 29,1869. 

Christie, 317, 727, May 12,1885. 
466,895. 

LYBE, Daniel I. ,and Nickles,Wn.O. 
Velocipede 

Fowler, 240, 990,May 3,1881. 



Plate Claim 



186 555 



■ 27 



478 



M 



336, 832o 

McCRAT, Thos<.H. Road EngiiiP 281 

Yost, 115, 049, June 3,1856. 
627,125. 

McDODGALL, William M. Electric Ve- 
hicle isa 

Julien,384,581,Jxme 12,1888. 

Odell, 455, 210, July 29,1890. 

Wood, 526, 894, Sept. 22, 1885. 
320,631. 
MCGREGOR, Montague M. and CROXTOK, 

J.C. Traction Engine 449 

Ruddick,70,S64,0ct.29,1867. 
599,912. 
MCCEORGE, James, Locomotive Hand Car 

Aldrlch, 411, 914, Oct. 1,1889. 

Wolftnuller, 547, 511, Oct.8, 1895. 

Selden, 549, 160, Nov. 5, 1895, 

Montclar, 259, 413, June 13,1882. 

Shepperd, 521, 443, June 12,1894, 

DeBraam,509,835,Dec,30,1884, 

Finley,118,227,Aug.22,1871. 

Collier, (H) 4,350,Apr,25,1871, 

Benoit, 352, 293, Nov. 9,1886. 

Thomas ,405, 135, June 11,1889, 

Walls, 498, 700, May 30,1893. 

McGeorge, 525, 857, Sept. 11, 1894, 

Otto, 435, 807 Aug. 5, 1890. 
111,761. 

KsKIHlEY, Jerome B. Steam Land Car- 
riage 



599 



537 



670 



88 504 



33 482 

McMULLIH, Frank R. See Hilderbrandt,Chas F. 

475,597, 

McNAMAR, Julius J.D. Traction Engine 586 642 

Annin, 168, 955, Oct. 19,1875, 

Remington, 377, 274, Jan.31, 1888. 
470,841, 
MADDEN, r)utton,Wheeled Conveyance,. 12Ji 524 

Garwood, 43 5, 493, Sept 2,1890. 

Hermming8,92,528,July 13,1869. 
551,867. 
MAGGERT,Adam D. and £amhart,Leroy, 

Spring Power for Bicycles. 30 480 

Farries, 404, 526, June 4,1889. 

Faubel, 216, 665, June 17,1879. 

Broaius, 407, 058, June 16,1889. 

Sellers, 537, 650,Apr. 16, 1895. 

Kaltonik ,528,437, Oct. 30, 1894, 
210,206. 
MANLEY, Edwin, Traction Wheel for 



Streetcars 263 593 

Perkins , 145,098, Sept, 23 , 1873, 

Strait, 136, 677, Mar, 11, 1873, 

Kollaok,157,216,Mar,25,1873. 
252,759. 

HARES, James F. Traction Engine. . .. 277 
"Stone, 181, 220, AUg. 15,1876. 

Shiveiy, 174, 706, Mar. 14,1876, 

i80,(1876) Eng, 

Lcuck , 183 , 187,0ct. 10, IS'a. 



59£ 



Plats Claim 
438,168,, 

MARSHALL, Anderson C, Steam Road 

Vehicle 43 484 

Bridenthal , 551, 733 , Nov. 2,1886, 

Baldwin, 120, 846, Nov. 14,1871. 

Cowles,and Met ten, 89. 295, Apr, 27,1869. 
188,500. 
MARTIN,Albert B. Road Engine 259 592 

Gridley, 75, 678, Mar. 17,1866. 
578,888, 
MARTIN, Andrew J. Traction Engine... 417 658 

Bridenthal, 551, 735, Nov, 2, 1886, 

Marshall ,458, 168, Oct. 14, 1890, 

Land and Canqobell, 229,715, July 6,1880. 

Ames, 500, 544, July 4,1893. 
527,807, 
MASON,Sajiders, Traction Engine 334 618 

Frazerjl47,927,Feb.24,1874, 

Bailey, 2 6, 466, Dec. 20, 1859. 

Str ibling, 259, 600, J\me 13,1882. 
8,417. , 

MASSERANO Clement, Locomotive 227 582 

594,805. 

MAXIM, Hiram P, Motor Vehicle 152 528 

Duval 1,94, 341, Aug. 2 1,1877* 

Brown,445,877,Feb,5,1891, 

Mllbank, 518,848, Apr, 24, 1894, 

McBride and Haist en, 246, 00 6, Oct. 25, 1681. 

Adams, 300, 828, June 24,1884. 

MOrfer, 433, 903,Aug. 5,1890, 

Morris and Salom, 579, 890, Mar. 30, 1897. 
621,532. 

MAXIM, Hiram P., Pope, Hajrry M. , and 
Alden, Herbert. Driving Mech- 
anism for Vehicles 214 574 

27,663. . 

MAXIM, Hiram P. Design for Running 

Gear Frame 471 677 

494,641, 

MAYBACK,Wilhelm, Motor Vehicle 165 541 

Landis, 868, 808, Dec. 12,1882. 
577,167. 

MAYBACK,Wilheli;ii,Portabie Hydrocar- 
bon Engine 417 668 

491,846. 

MEDLIN, Logan M. Traction Engine... 395 645 

Bandelier, 380, 999, July 10,1883, 

Hatch, 474, 738, May 10,1892, 

Dyer,29, 682, Aug. 21,1860, 
144,467, 

MENDENHALL, Nathan M. Traction Engine251 588 
9,819. (R) 
MENDENHALL, Nathan M. Traction Engine444B 588 

Lacher, 82, 963, Oct, 15,1868, 

l,914(l869jEng. 

Clark, 664,Mar, 5, 1870, Eng. 
589,551. ■ 

ME0MANN, Hermann J, Velocipede 82 500 

538,228.. 

MEOMANH, Herman G. Velocipede 134 589 

Ellis, 565, 443, Aug, 11,1896, 

Kirk, 317, 377, May 5,1885, 
589,906, 

MERIGBAULT, Desire C. Chainless Cy- 
cle and Automobile Car, 181 553 

Meehleisen, 542, 094, July 2,1895, 

Grant , 509, 079 , Nov. 21,1893. 

Hall, 480, 844, Aug. 16, 1892. 

Nulle, 500, 938, July 4,1893, 

Barnes, et al, 18, 226, 1892, Eng. 

55,785,Apr. l,1891.Ger. 
624,519, 
METZ,Chas H. Differential Gear.... 217 576 

Heywood,581,286,Apr.27,1897. 

Llnsay,618,560,0ct.ll,1898. 
438,273. 
Miller , Austen E, Tricycle 25 477 

Jans or, 115, 2 12, May 23,1871. 

Jennings, 94, 216, Aug,31, 1869, 



INDEX 



699 



268 



273 



294 



Plate C 
165,854. 

MILLER, CassiuSjM, Carriage for 

Portable Engines 254 

Atkinson, & Manning, 17, 358, May 26,1857 

Button, 116, a51, June 20,1871, 

Aldridge,(R),4,379,May 16,1871. 

Teed, 109, 967, Dec. 6, 1870. 
189,248, 
MiLLERjCassius M. Carriage for 

Portable Engines 448 

Reiber & Schrader ,77,528,May 5,1868. 
221,900, 

MILLER, Casslus M, Traction Engine 
227,441. 
Mi Her, Casslus M. Traction Engine 

Bridenthal,212,889,Mar 4,1879. 

Clayton, 2, 67 6, June 18,1842. 

Bean, 15 7, 904, Dec. 22, 1874, 

Miller,. 165, 884, Apr. 3, 1877, 

Hennance,(R),4,3H,Mar,28,187l, 

Murrill,8,410,0ct,7,1851. 
202,853, 
MILLER, Casslus M. and Eegar E. 

Portable Engine 448 

Wheelock, 144, 1740ct. 23, 1875. 

Sharp & Thompson, 111, 982, Feb, 21, 1871. 

Button, 116, 151, June 20,1871. 
260,598, 
Miller, Jabob A. Traction Engine. 

Hag on, 2 1,130, Aug. 10,1858. 

I,836(l805) Eng, 
384,922, 
MILLER, Jacob and Hogan, Martin J. 

Portable Engine 456 

962,(1865) Eng. 

2,928, (1869)Eng. 

McDowell, 39, 583,Aug. 18,1863. 

Huber,210,S56,Dec.3,1878. 

Small, 344, 6 8 6, June 29,1886, 

Clifford,547,772,Aug.24, 1886. 

Hewins,183,303,0ct.l7,1876. 
564,155. 
MILLET, Felix T. Velocipede 67 

7,731,Ger. 

Semple, 1,422, May 19,1866.Eng. 
165,681. 

llIILLIKER,Wllllaffl H. Traction Engine 154 
615,360. 

MILLOT, Joseph and Bennot. Driving 
Gears for Motor Vehicles.. 
227,566. 
Mi lis. Emory W. Portable Engine... 

Hoadley, 105, 078, July 5,1870. 

Wedge, 109, 783 ,Nov. 29 ,1870. 

Hill, 160, 189, Feb. 23, 1875. 

Allen, 41, 591, Feb. 12, 1864. 

Hannner & Metcalf, 180, 488, Aug. 1^1876. 

Pease, 53, 989,Apr. 10, 1866. 

Bogert,197,989,Dec,ll,1877. 

Rogers, 129, 058, July 16,1873. 
569,343, 
MISHEL,Moses, Vehicle 169 

Dart, 471,959. Mar. 29,1892. 
500,022. 

MOAKLER,John W. Electric Road Ve- 
hicle 122 

Fox, 281, 859, July 24,1883. 

Hvinter,434,148,Aug.l2,1890, 

Siemens, 324, 176, Aug. 11,1885, 
302,153. 
M0HR,B,FranK, Traction Engine 320 

Miller, 165, 854, July 20,1875. 

Frick, 266, 456, Oct. 24, 1882. 

Miller, 221, SCO, Nov, 18, 18-'9. 

Aitkens, 288, 753, Nov.20, 1883. 
197,485. 

MONNOT, Charles D. Road Engine 261 

Ball, 139, 997, June 17, 1873. 

MendeiihB.ll,144,467,Nov.ll,lb73. 



laim 



590 



201 



450 



670 

595 
596 



670 



605 



U72 



492 

538 

565 
670 



546 



524 



613 



592 



304 



606 



51 



113 



14 



487 



519 



474 



Plate Claim 

Yoch, 177,050,'May 2, 1876. 

Ellis. l5l,217,Mar. 23, 1875. 

Brown s Mechanical Movements, No. 
53. 

Frazer , 147,927,Feb. 24,1874. 
272,743. 
MONNOT;Chas D. Traction Engine.. 

11,740. (1847)Eng. 

925. (1864)Eng. 

Stribling,259, 600, Jan. 13,1882. 

Brown, & Hoag,225,560,Mar 16,1880. 

Bar,236,757,June 18,1881. 

l,744(l86l)Eng. 

Brag, 22, 289, Mar 22,1859. 

Fairchild,225,695,Mar 23,1880. 

Blanchard,Dec. 28, 1825. 

Frick, 256, 993, Apr. 25, 1882. 

Lippy & Roush,230, 297, July 20,1880. 

Sabln, 104, 888, June 28,1880. 
259,415. 

MONTCLAR ,J.M.Armond.Gas Locomotive 
for Vehicles 

474,il880)Eng. 
696,901. 

MOORE, Davis A. Air Propelled Bicy- 
cles... 

Easthope , 5 , 940, Apr. 23 , 1887. Eng. 

Andrews, 17, 881,Dec. 29, 1887. Eng'. 

Battey, 552,312,Dec.31,1895. 
223,375. 
MOORE, James A. Spring Propelled 

Carriage 

Baldwin, 120, 846, Nov. 14, 1871. 

Bruse,36,506,Sept. 23, 1862. 
469,888. 
MOORE, Jonathan J. Traction Engine.. 385 642 

Kelly & Delter,342.606,May 25,1886.. 

Price, 19, 947, Apr. 13 , 1858, 

Loud, 346, 4 10, July 27,1886, 

Stroud,401,080,Apr.9,1889. 
537,217, 
MOORE, Jonathan J, Traction Engine. 

Robinson, 300, 397, June. 17,1884. 

Lovnry, 498,303,Feb.21, 1893. 
MOORE , Spencer , See West inghouse , J. 
60a,968. 
MORAVA,Wensel.Gas or Oil Motors 

for Bicycles 

Siianck,390,710,0ct.9,1888. 

Pennington, 570 440, Oct. 27, 1896. 

Rub. 576,158,Feb.2, 1897. 

Battey, 552, 312, Dec. 31 1896. 

Basse, 2, 048, Dec. 6, 1877. Ger, 

Richter,3,189.Aug.7,1877 Ger. 

Bullock, 5, 085, Oct, 25, 1883 Eng. 

Hopkins, 343, 094, July 23,1895, 

Newall,* Blyth,516,Jan.2, 1887. Eng. 

Weatherhogg,8,436,Fig. 9,June 26,1886,EnB. 

Sintz,509, 255,Nov. 21, 1893. 

Schroeder , 5, 585, Fig. l,Aug. 22, 1892. Swiss, 

Shade, 131, 069, Sept. 3, 1872. 

Thomas, 28, 519, May 29,1890. 

Thomson, 149,895,Apr. 21. 1874, 
MORGAN, Wllliaja, See Clarke, Louis S. 
86,573, 

MORRELL, James A. Velocipede 11 473 

626,077. 
■MORRIS, Geo. W. Traction Engine 442 668 

Blrdsall, 415, 439,Nov. 19,1889. 

Frick,263,159,A\lg.22,1882. 

Aliderson,S58,574,Apr.30, 1895, 

Debes, 267, 405, Nov. 14,1882. 
541,001. 
MORRIS, Henry G. and Salom, Pedro G. 

Electric Carriage 124 625 

Dewey, 464, 846, Dec. 1,1891. 

Hayback,494, 641, Apr.4, 1893. 
Coe,123,809,Feb,20, 1872. 

Hunt ington,4H , 196, Sept. 17 , 1889, 



405 652 



95 506 



700 



INDEX 



Plate 


Claim 








Bean, 157, 904, Dec. 22, 1874. 






Vehic 1 e . . . . . • 


28 


479 


Ross «c Burke, 110, 396, Deo. 20, 18''0. 


353,155. 




K\itBCher,60,016,Nov.27,1866. 






NEWS0M,John O'A. Traction Engine... 


343 


624 


Farrell,513,773,JaD. 50,1894. 






Hanks ,217, 341, July 29,1879. 






578,651. 






Miller, 23, 853, May 3,1859. 






MORRIS, Henry G. and Salom, Pedro G. 






Frick, 243, 881, July 5,1381. 






Motor Propelled Vehicle.... 


128 


526 


NICKLES Wm. O.See Lvbe, Daniel I. 






579,890. 












MORRIS, Henry G.and Salom, Pedro G. 












Motor Propelled Vehicle.... 


128 


527 








Titt, 112, 13S,Feb. 28,1871, 













Brill, 457, 099, Aug. 11,1891. 










Carkhuff, & Chalfant,26, 112,Mar.8 


,1859 


• 








Hunter, 384, 910, June 19,1888. 












Hunter, 384, 911, Junel9, 1888. 






OBENCHAIN ,Wa3nington. See Russe 1 1 , L. 


E. 




Baker ,& Elberg, 532, 016, June 8,1895. 




250,955. 






Morris & Salom, 541, 001, June 11,1895, 




OGDKN, Ferris. Gear for Traction 






Bollee,239,4S2,Mar.29, 1881. 
603,198. 






Engines 


287 


601 






Besja,157, 904,Dec,22 , 1874. 






MORRIS, Henry G.and Salom Pedro G. 






Fairchild , 225,096 ,Mar . 23, 1880. 






Klectrically Propelled Vehi- 






Reynolds, 7, 727(R)June 6,1877. 






cles. 


137 


630 


Heinle,214,821,Apr.29,1879. 

See Hoswell's Engineer's Companion. 




Eickemeyer ,565 ,407,Aug.4, 1896. 




Fleischer,439,395,0ct.28,1890; 






Miller, 221, 900 ,Nov. 18,1879. 






Kreiger,8'7,401,July 3,1896.Ger. 






Kellogg, 135, 128, Jea. 21, 1873, 






Barro3S,567,445,Sept.8,1896. 






OLDS, A. See Leach.Chas. J. 






Krleger 244, 542, Jan. 22. 1895, Fr. 






594,338. 






Morris et al 579, 890, Mar 30,1897. 






OLDS , Ransom E. Motor Carriage 


85 


501 


Dewey, 464, 246, Deo. 1, 1391. 






Farrell,513,773^,June 30,1894. 






Marshall, 438, 1'68, Oct, 14, 1890. 






Qu'-^t, 521, 988, June 26,1894. 






Phillion,482,649,Seitt 13,1892, 






Duryea, 572, 051, Nov. 24, 1896. 






Jasper, 426, 384, Apr 22, 1890. 






127,507. 






26,523. (D) 






OlMSTEAD, Oliver A. Traction Engine. 


248 


587 


MORRIS, Henry G. anfl Salom Pedro G, 






Lake,105,956,Aug.2,1870. 






Design for Vehicle Body,... 


470 


677 


Dillaha,93,686,Aug.l7,1869. 






Fest,20,037 July 15,1890. 






Harvey, 78, 283, May 26,1868. 






Stone,22,855,0ot.24,1893, 






Sajrgant,47,461,Apr.26,1865. 






26,524. (D) 






593,642. 






MORRIS Henry G. and Salom, Pedro G. 






OLSON, Oscar. Automatic Vehicle 






Design for Vehicle Body.... 
Herman, 23, 564.Aug. 14,1894. 


471 


677 


Steering Device............. 


424 


660 


465,491. 






MORRIS ON, Henry See Scheffler, Theodore. 




OSBORNE, Jonas B. Traction Wagon 






333,658, 






Steering Apparatus 


384 


641 


MOSS IMAW, Joel Traction Engine 


337 


620 


Rutulini, 260, 005, Nov -22,1881. 






BaQdelier,280,999. July 10,1883. 






Denechand, 303, 713, Aug. 19,1884. 






Lippy & Hughes. 272, 447, Feb.20, 1883.- 




791, ( 1873 )Eng. 






5B2);S39, 






2,326(l860)Eng. 






MOEIrLER.H. Motor Vehicle 


79 


499 


291,075. 

OWNINGS,Wilern S. Traction Engine.. 


313 




' Duryea, 540, 648, June 11,1895, 


610 


Benz,386,798,.July 31,1888, 






Greenslade, 123, 595, Feb. 6.1872. 






Troy, 300, 290, Jiuie 10,1884, 






Barr, 256,757, Jan. 18,1881. 






Smith ,398,548,Feb.26,1886, 












Bollee,239 432, Mar 29,1881, 












Benz, 385, 087, June 26,1888, 






P 






Dupuy,& Foster, 452, 997, May 26,1891. 








McElroy,81,924,Sept.8,1868, 












Harris,495,733,Apr.l8,1895. 












Huntington,411,196,Sept,17,1889, 






80,206. 






583,500, 






PADRICK, Oscar D.Self Propelling 






MUELLER, Hieronyitius, Motor Cycle.... 


177 


550 


Vehicle 


10 


473 


Bull & Bloomfield,124,327,Mar 5,1872. 




276,998. 






Sparks, 362, 795, May 10,188'7, 






PAGE, George F.Road Engine 


317 


612 


Brown & Meerns,474,984,May 17,189 


3. 




Lecky,42,203,Apr.5,1864. 






Henriod,& Baehni,9,011,Aug.31, 1894.Swi 


ss. 


Perry, 104, 762, June 28,1870. 






Gordon & Relss, 258, 533, May 23,1882, 




Minnies, 107, 702, Sept. 27, 1870. 






264,191, 






PAGENHART,C.L.See Taylor, E.J. 






MUSTARD, James E. Traction Engine. 


296 


603 


627,201. 






Baldwin, 120, 846, Nov. 14,1871. 






PAGET , Arthur . Speed . Regulating , Start 
ing, Stopping, Reversing and 
Steering Mechanism for 


■ 










Motor Vehicles 


223 


580 


N 


8,596,(1896)Eng. 








Trautmann,248,531,0ct.l8,1881. 












Duryea, 540, 648, June 11,1895. 












Clapp,577,185,Feb.l6,1897. 






479,832. 






252, 326, Dec. 4, 1895. Fr. 






NEUMANN, Peter T. Traction Engine... 


386 


642 


Bollee,8,30'5(1896)Eng. 






502,577. 






293,065. 






NEWMAN, Charles E. Spring Propelled 






PALMER.J.Feraan. Traction Engine... 


314 


tsio 



INDEX. 



701 



246 



846 



444a 



Plate Claim 

Pessel 1,232. 365, Sept. 21; 1880. 

Stribliiig5 259,600,J-une 15,1882. 
293,066. 

PAIjM£R,J.FerEian. Traction Eiigine... 314 611 
Scofle Id, 269, 123, Dec. 12,1882. 

Smith and Myers, 259, 936, June 20, 
188?, 

Monnot , 197 ,485,Nov. 27, 187V. 

Saroin,267,464,Nov. 14,1882. 

FrlcK-, 243, 880, July S,1881. 
293,067. 
PALMER, J. Ferman. Tract ion Knglne. 

Stribllng, 859, 600, June 13.1882, 
5,205. 

PARSE Y, Arthur. Air Engine 445 

119,878. 

PARVIN, Robert C. Traction Engine. 

Minnlss , 61, 231 , Jan. 15, 1867. 

Murdoch, 15., 189, June 24,1856. 

Bogel,3S,683,June 17,1862. 
122,849. 

PARVIN, Robert C, Traction Engine, 
4,753(R). 
PARVIN, Robert C. Traction^ Engine. 

MaEin,26,195,Nov. 22,l"859. 

Jtoes,72,397. Dec. 17,1867. 
823,820. 
PATIN, Octave. Electrically Propelled 

Road Vehicle 149 

Eosse,9,107,Apr.9,1897.Eng. 

DeDion and Bouton, 568, 289, June, 
16,1896. 

Hlll,8,495,(l840)Eng. 
401,756. 
PATTON.Wm.H. Motor 367 

Cooper, 825, 050, Mar. 2, 1880. 

Elward,253,083,Jan.31,1882. 

Rogers, 350, 017, Sept. 28, 1886. 
595,203. 
PECK, Barton L. Motor Vehicle 

Philion,482,649,Sept.l3,1892. 
601,274. 
PENDER, John. Mot or Carriage 

Kramer ,463, 721, Nov. 24, 1891. 

Jones, 473, 843, Apr. 26, 1892. 

Gillett,493,082,Mar.7,1893. 

Hermance,lll,644,Feb.7,1871. 

Saubrey ,488,224 ,Dec . 20 ,1892. 

Morris and Salom, 579, 890, Mar. 30, 1897. 

Johnson,477, 122, June 14,1892, 

Bryant, 104, 824, June 28,1870. 

Goulden, 404, 832, June 11,1889. 
301, 839, PENMEY, Edgar and Snyder, Wm.H. 

Traction Engine S80., 613 

Kissane,236,041,Dec.28,1880. 

Landis,286,313,0ct.9,1883. 
334,978, 
PENNEY, Edgar. Tract ion Engine 340 62J 

Fricl{,843,881,July 5,1681. 
570,440. 
PENNINGTON, Edward J. Motor Vehicle. 70 494 

Butler, 15, 598, Nov. 15, 1887. Eng. 

Von KorytynEky,6,468,May l,1888.Eng. 

19,716.Ger. 

3S,915.Ger. 

45,0P.i.Ger. 

Regan, 408 ,S8fi , Aug. 6, 1889. 

Montclax,259,415,J\me 15,1882. 

Van Rennes,6,722,Apr.l8,1891.Eng. 

Charter, 455, 388, July 7,1891. 

Millet, 5, 199, Mar. 26, 1889. 
570,441. 
PENNINGTON, Edward J. Motor Vehicle, 71 494 

Rans on, 72, 082, Dec. 10,1867, 

Linford,2,990,July 7,1881.Eng. 
574,262.' 
PENNINGTON, Edward J. Motor Vehicle. 75 495 

Butler, 15, 598, Nov. 15, 1887. Eng. 

Van Rennes ,6,727,Apr. 18,1891.Ens, 



315 611 

669 

586 

587 
566 

536 

633 

86 50a 
186 255 



Plate Claim 

Mille-t,5,i99,Mar.a6,1889.Eng. 

Ragot and Sniyers ,350, 769, Oct. 12,1886. 

Shanck, 439, 200, Oct. «8, 1890. 

Daimler, 222, 467, Dec. 9, 1879. 

Montclar,259,413,Jime 13,1882. 
574,818. 
PENNINGTON, Edward o.Wlieeled Vehicle 76 496 

Butler, 15, 598, Nov. 15, 1887. Eng. 

Von,Korytynsky,fi,468,May 1,1888. Eng. 

19,716.Ger. 

33,915.Ger. 

45,081.Ger. 

Regan,408,356,Auj-.6,1889. 

Van Rennes, 6, 727, Apr. 18,1891, 

Montclar, 259, 413, June 13,1882. 

Charter, 455, 388,July 7,1891. 
626,294. 
PENNINGTON, Edward J. Self Propelled 

Vehicle 103 512 

Pennington, 20 ,161 , ( 1896)En^. 

Pennington, 11, 205 ( 1896 )Eng. 

Boult,20,914(1895)Eng. 

Saubrey, 488, 824, Dec. 20,1892. 

Bo 1 lee, 239, 432, Mar. 29, 1881. 

Duryea, 540, 648, June 11,1895. 

Dalton,3,467,(l879)Eng. 
626,295, 
PENlJiNGTPN, Edward J. Motor Attachment 

for Bicycles 103 518 

Se'lden,549 , 160, Nov. 5 ,1895. 

Perr eaux , 124 , 621 ,Mar . 12 , 1872. 

RUb, 576, 158, Feb. 2, 1897. 
Sturmly, 3, 9^6(1896) Eng. 
Symes,12,533(1897)Eng, 
Lawson,16,815(l896)Eng. 
687,523. 

PENNINGTON, Edward J. Motor Vehicle 
Schmeidel,502,866,Aug.8,1893. 

Miller, 471, 770, Mar. 29, 1892, 
Allen, 533, 405, Jan. 29, 1895. 
15,815. 

PERCY, J. Tract ion Wheel 831 

143,028. 

PERKINS, LoftuB. Traction Engine.... 850 

Claphain,115,280,May 50,1871. 

Fitts, 112, 135, Feb. 28, 1871. 

Button and Button, 116, 151, June 20,1871 

Robinson and Clark, 85, 331, Dec. 
29,1868. 

Woodbury, 46, 043, Jan. 24, 1865. 

Woodbury, 48, 00 8, May 30,1365. 
184,621. 

PERREANSjLouis G. Velocipede 37 

415,790. 

PERRY ,Wm.P. Velocipede 119 

Long, 881, 091, July 10,1883. 

Hagan, 390, 017, Sept. 25,1888. 

Griffiths, 130, 718, Aug. 20, 1872.. 
363,415. 
PETERS , Marcus W. Traction Engine. 

Bandelier, 280, 999, July 10,1883. 

Barker ,312, 630, Feb. 24, 1885. 

Moslman, 333, 658, Jan. 5,1886. 

Greig,Shaw and Wittingham,S16,774, 
Apr. 28, 1885. 

Taber, 334, 623, Jan. 19,1886. 

Monnot, 197, 485, Nov. 87, 1877. 
482,649. 
PHILION,Achille. Steam Carriage.... 

Davids on, 188, 866, Mar. 87, 1877. 

Greens lade, 123, 395, Feb. 6, 187,2. 

Landis,268,808,Dec.l2,1882. 

Kelley and Dieter, 310, 443,Jan.6, 1885. 
557,889. 
PFAUTZ, Daniel M.Self-Propelled 

Vehicle 22 476 

Seagrave,169,308,0ct.26,1875. 

Berr ell, 329, 003, Oct. 27, 1886. 

Volk, 97, 837, Dec. 14, 1869. 



224 581 



583 

588 



554 



488 
521 



627 



44 



485 



702 



INDEX 



Plate Claim 
490,983. 
PPAOTZ, Daniel M. Spring Propelled 

Vehicle 27 47£ 

Berr el 1,329, 003, Oct. 2V, 1885. 

McClure, 157, 210, Nov. 24,1874. 

Karlss, 238, 915, Mar. 15,1881. 

SteffP-,375,961,Jan.5,1888. 

Bernhard, 302, 090, July 15,1884. 
PFLIMMER,Win.H. See Harrold,Amos. 
603,047. 
PICKERING ,Wm.H. Motor Vehicle 139 557 

Stevens, 414, 173, Oct. 89, 1889. 

Far re 11, 5 13, 773, Jan. 30, 1894. 

Blake,535,937,Mar.l9,1895. 

Medlin,491,846,Feb.l4,1893. 

Gibs on, 3 84, 147, June 5,1888. 

Gillett ,493,082 ,Mar. 7, 1893. 

Alger, 115, 802, June 13,1871. 

HeriBance,116,644,Feb.7,1871. 

Benz, 385, 087, June 86,1888. 

Lev/is, 545, 962, Sept. 10,1895. 
274,024. 
PIKRCE.F.D. Road Engine 306 606 

Bridenthal, 252, 720, Jan. 24,1888* 

Culver, 212, 839, Mar. 4, 1879, 

Hanks, 817, 941,July 29,1879, 

Lanck,183 , 177, Oct. 10 , 187Q, 

Scheffler & Morrison, 73, 051, Jan. 7,1868. 

Alger, 115, 802, Jime 13,1871. 

Bollee,239,432,Mar. 29, 1881. 

Wheeler, 34, 471, Feb. 18,1868. 

Harris, 222, 352, Dec. 9, 1879. 
570,952. 
PLASS, Reuben, H. Self Propelling 

Vehicle 71 494 

Karlson, 500, 583, July 4,1893. 

Schultzberg,817,583,May 12,1885. 

Shepherd, 299, 427,May 27,1884. 
571,398. 
PLASS, Reuben K, Self Propelling- 

Vehicle ; 72 494 

Matter, 479, 915,Aug. 2, 1892. 

Libbey,447, 616,Mar. 3, 1891. 

Woolsey,286,948,0ct.2,1883, 

Landis, 357, 087,Feb. 1,1^78. 

Cxunmings, 539, 7 14, Nov. 27,1877, 

Cook,70,804,Nov. 18, 1867, 
583,154. 
PLASS, Reuben H, Self Propelling 

Vehicle 79 499 

Rogers, 550, 017, Sept. 88, 1886. 

Boyle,470,175,Mar.8,1892. 

Reynolds, 418, 224, Dec. 31, 1889. 

Bollee, 239, 452, Mar. 29,1881, 

Swartz ,513 , 599, Jan. 50, 1894. 
623,385. 
POCOCK,francis,A. Motor Vehicle... 148 534 

Glover, 18, 558(1896) Eng. 

ReRiancey, 1,898, (1897) Eng. 

Henrold,13,662,(1896)Swiss. 

Morris & Salom, 579, 890, Har. §0,1897. 

Morris & Saloin,578,651,Mar.9,1897. 

Jasper,426,384,Apr.22,1890. 

King, 19,005, (1893. )Eng. 

Morris & Salom, 541,001, Mar. 50, 1897. 

Best, 538,763, May 7,1895, 

Moysan,5,527,(l895) Eng. 

Lawson,3,408,(l896) EnK. 

Gasman, 11, 912, ( 1896 ) KHR, 

LeBlant,ll,734,(1896)Eng. 

Gesner & Stevens, 311, 664, Feb.5, 1885. 

Holler ,478,295,Apr. 5, 1898. 

Kent ,467, 279, Jan. 19,1892, 
230,052, 
POITEVENT, Junius. Traction Engine. 274 596 

Taveau,101,395,Mar.29,1870. 
433,488, 
PONDjGoldsburg H. Traction Engine. 376 657 

Dln3inore,S51,749, Nov. 2, 1886, 



617 



650 



Plate Claim 
Drew,396,862,Jan.29,1889, 

Tilton,866,984,0ct.31,1883, 

Minnise, 61, 231, Jan. 15,1867, 

Hal 1,104, 845, June 28,1870. 

Chapln,161,006,Mar,23,l875, 

Glenn, 69, 987, Oct. 22, 1867. 
270,982, 

POTTER, Chas.W. CoinpreBsed Air Mo- 
tor 108 

Greshain,57,057,Aug.7,1866, 

Barclay, 62, 993,Mar. 19, 1867, 
510,707, 
POWERS jMelvin, Traction Engine. .. . 402 

Le land ,355 , 940 , Jan. 1 1 , 1887, 

Barr, 236,757, Jan. 18, 1881. 

Greens lade, 123, 395, Feb. 6,1872. 

Cahoon,94,396,Aug. 31 , 1869, 

Kelly & Dieter, 310, 443,Jan.6,1885, 

Miller, 189, 248, Apr. 3, 1877. 

Helphlnstine, 364, 411, June 7,1887. 

Broomell,298,169,May 6,1884. 
69,699. 

PRATT, D. A. Motive Power for Locomo- 
tion & other Purposes.^ 10 

61U,4t}U. 

PR2T0T, Viet or E. Self Propelling 

C8.rriage, 9' 

Hirscn,o88,712,July 10,1894, 
Co Ibome , 425 , 515 , Mar , 18, 1890. 
Benz. 386, 798, July 31,1888, 
Selden, 549, 160,Nov. 5 , 1895, 
Pon3ard,748,(1897)Eng. 

576,764, 

PRICE, Abraham E. Traction Engine.. 417 

Townsend, 482, 599, Sept. 13,1893. 

Newson,353, 155,Nov. 25, 1886. 

Schroeder,447,978,Mar. 10,1891, 
563,966. 

PRICE, Jaooto. Traction Engine 554 

419,884, 

PRICE .Jacob, Traction Engine 371 

Mlller,881,900,Nov.l8,1879.' 

Remington, 377, 274, Jan. 31, 1888. 

Wotton,375,307,Deo..20, 1887. 
110,865. 

PROSSER,T.T. Traction Engine 245 

570,601. 

PROUTY, Enoch, Power Transmitter for 

Road Wagons • 415 

Applegrath,352,385,Nov.9,1886. 
231, 097. PURSSELL, John R. Apparatus 

for Moving Tram Cp.rs 275 

Matthews , 194, 452,Aug. 21 , 1877. 



475 



508 



658 

687 
658 

585 
657 
537 



Q 



621,988. 

3UAST, Charles. Traction Engine.... 

Fair child, 230, 762, Aug. 3, 1880. 

Blanchard,Dec.28,1825, 

Fairchild,225,695,Mar.23,1880. 

Jlllson,227,259,May 4,1880. 

Stout ,509, 417, Dec. 16,1884. 

Birdsaw,268,609,Dec.5,1882. 

Gray, 496, 188, Apr. 11, 1895. 

Harris, 495, 733, Apr. 18, 1893. 

Stevenson,504,894,Sept.l2,1893. 

Kramer , 503 , 146 , Aug , 15, 1893. 

Jarvl3,378,082,0ct.25,1887. 

Kramer, 5p2, 830, July 85,1893. 

Burdett , 884 , 868 , Feb. 84, 1880. 
588,877. 

QDAST, Charles. Traction Engine.... 
267,689. 
QUIN,Phineas. Spring Motor for 

Carriages 



404 651 



482 659 

15 474 



INDEX. 



703 



Plate Claim 



MoClTire, 157, 210, Nov. 24,1874. 

Rhodes ,76, 814,Apr, 14, 1868. 
431,993. 
QOINH, James W. Motor Vehicle.... 

Bibb, 127, 145, May 28,1872. 

Rice. 316, 061, Apr. 21, 1885. 



159 539 



R 



438 



23 



361 



31 



10 



666 



476 



630 



617,049. 

RASSIMER, Eugene G. Liquid Carbonic 
Acid Motive Power fo» 
Vehicles 101 510 

Colwell and Popp, 121, 909, Dec. 12, 1891. 

Shaw,S67,937,Aue.9,1887. 

Saum,124,495,Mar.l2,1872. 

Ellis, 108, 574, Oct. 25, 1870. 

Gateau, 265, 493, Oct. 3, 1882. 

Popp, 456, 595, July 28,1891. 

Mt. Storm, 8, 380, Sept. 23, 1851. 

Nobel, 5 15, 500, Feb. 27, 1894. 

Grlscom,152,285,J\ine 23,1874. 

Hill, 180, 478,Aug. 1,1876. 

Colwell et al,313,183,Mar.3,1885. 

Field, 479, 707,July 26,1892. 

Shaw,33,799,Kar.26,1861. 

Laubaoh,127,250,May 28,1872. 
616,257. 

REBER, Aaron H. Steering Mechanism 
for Traction Engines 

Sabin, 104, 388, June 28,1870. 

Jones, 17, 970, Aug. 11, 1857. 
361,024. 

REED, Charles M. ,and Frazee,Wm.C. 
Tricycle •... 

Jenne , 287 , 939 , Nov, 6, 1883. 

Berrell,329,003,0ct.27,1885. 
377,274. 

REMINGTON ,DeLafayette. Traction 
Engine 

Shepherd, 299, 427, Hay 27,1884. 

Lafever,339,194,Apr.6,1886. 

Sehulze-Berge ,517.583. May 12, 1885. 

Frick and Snyder, 273,978,Mar. 13, 1885.. 

Mohr, 302, 153, July 15,1884. 

Shadd, 355, 891, Jan. 11, 1887, 

Roberts ,357, 03 6, Feb. 1, 1887. 
325,768. 
RENDLEMAN, Henry. Traction Engine.. 

Hollaway,28,475,May 29,1860. 

Frazer,147,927, Feb. 24, 1874. 

Roblngson,15,820,Sept.30,1856. 

Rumely, 280, 519, July 3,1883. 
612,6061 
REOTER,John C. Mot or "Vehicle 145 

Marshall, 438, 168, Oct. 14, 1890. 

Morris and Salom, 579, 890, Mar. 30, 1897. 

Lauck, 183, 177, Oct. 10, 1876, 

Terinan,533,360,Dec.29,1885. 

Gillett,493,082,Mar.7,1893. 

Leach and Olds, 292, 924, Feb. 5, 1884. 

Brown, 577, 716,Feb. 23, 1897. 

Woods, 585, 571, June 29,1897. 
572,571. 

REVELLE , Hardy N. ,Ford,Mica3ah M. , 
and Kelly, Joe W, Traction 

Motors 

76,614. 

RHOADES, Thomas. Propelling Velilcles 

Chase,55,572,Apr,3,1866, 
535,085. 

RICE, George K. Interehangeahle Coil 
Spring Motor and Brake for 
Bicycles or Tricycles 29 479 

Silver,267,607,Nov.l4,1882. 

Oliver, 166, 070,July 87,1875. 



555 618 



632 



481 
473 



Brlggs,452,552,May 19,1891. ^^^*® C\e.i3Si. 
534,915. 

RICHARDSON, Warren. Protecting Plate 
. for Gearing of Steam 
Road Wagons, 166 545 

Brooks, 196, 331, Oct. 23, 1877. 

Bridenthal,?52 , 720 , Jan. 24 , 1882. 
495,709. 

RICHMOND ,Joslah M. Steam Vehicle. .. 46 485 
277,784. 

RIDER, Ignatius G. , Snyder, W.H. , and 
Frick, Abraham 0. Traction 
Engine... 307 607 

134 ( 1880 )Eng. 

Keep, 156, 167, Oct. 20, 1874. 
254,064. 
RIEDER,Bartholoma. Velocipede 15 474 

Seagrave,169,302,0ct.26,18?5. 
620,968. 
RIKER,Andrew L. Mot or Vehicle 147 533 

Beard, 592, 205, Sejit. 21, 1897. 

Makutcham,59I,482,0ct.l2,1897. 

Farnswor th, 567 , 509 , Sept . 8 , 1896. 

Lanlus,588,732,Apr.21,1896, 

Duryea, 540, 648, June 11,1895. 

Auriol,3,560,Feb.l0,1897.Eng. 

Boult,23,706,Dec,10,1895.Eng, 

Clapp,577,185,Feb. 16,1897, 

Baker, 583, 018, May 25,1897. 

Meuman, 598, 228, Feb. 1,1898. 

Mueller, 583, 500, June 1,1897. 

Olds, 594, 338, Nov. 23, 1897. 

Sour brey, 488, 224, Dec. 20, 1892. 

Faure, 591, 595, Oct. 12, 1897, 

Clubbe,14,284,June 27,1896.Eng. 

Pope, 15, 950, July 5,1897.Eng. 
ll,760fR) 

RIKER , Andrew L. Motor Vehicle 148 554 

623,037. 

RlKER,Andrew L. Motor Vehicle 215 575 

White, 300, 544, June 17,1884. 

Perrett,390,897,0ct.9, 1888. 
609,834. 
ROBERTS, Charles E. Drive Wheel for 

Motor Cycles 467 676 

Erb. 510, 502 ,Deo. 12,1893. 

Aze, 573, 635, Dec. 22, 1896. 

Broers, 552, 984 ,Janl4, 1896. 

Lloyd,5,610, (1885)Eng. 
357,036. 
ROBERTS, Charles H.Traction Engine. ■ 352 626 

Smith, 154, 289, Aug. 18, 1874. 

Murphy, 164, 8 63, June 22,1875. 

Cormack, 291, 300, Jan. 1,1884, 

Palmer, 293, 065, Feb. 6, 1884. 

Elward,329,153,0ct.27,1885. 
300,S97J 

ROB INS ON, Francis W. Traction Engine. 319 615 
311,530. 
ROBINSON, Francis W. Tract ion Engine 327 616 

Rumely, 284, 676, Sept. 11,1883. 

Snvder and Friack. 273. 978, Mar. 15.1885. 

15,820. 

POBINGSONjJohn.Tractlon Wheel 231 583 

498,888. 

ROCKWELL, jpi-ederlok C. Bicycle 62 490 

Buell, 331, 276, Dec. i, 1885. 

Aldridge,336,372,Feb.l6,1886. 
304,960. 
ROD IKE, Charles A.M. Velocipede 156 539 

Brady, 244, 273,July 19,1881. 

2,96y(1868)Eng. 

Flack, 167, 517, Sept. 7, 1875. 

Chase, 53, 572, Apr. 5, 1866. 

Coleman, 95, 325, Sept. 28, 1869. 

Gardner and Tragser ,87 ,769, Mar. 16,1869. 
625,808. 

ROE, Clarence and Henry and Knight, 
Horace. Power Transmitting 



704 



INDEX 



591 



591 



591 



591 



Plats Claim 

Mechanism for Motor Vehicles.. 218 577 

Baldwin, 436, 078, Sept. 9, 1890. 

Chapman, 160, 87? , Mar . 16, 1874, 

Latta, 894 , 641 ,Mar . 4 , 1884. 

17o,498. 

KOGKRSjGeorse. Traction Wheel 256 

Ball, 131, 917,June 17,1873. 
Eliis, 161, 217, Mar. 88, 1873. 
Greens lade, 123, 395 j Feb. 6, 1872. 
7,756(R). 

ROGERS, George. Traction Engine 444a 

Chilllngworth and Thurlov/, 1,744, 
July 10,1861.Eng. 
8,164(R). 

ROGERS, George. Traction Engine 444a 

Aveling , 120, 611 ,Nov. 7, 1871. 
Biddle, 756, ( 1863 )Eng, 
Aveling, 891(l860)Eng. 
8,S26(R). 

ROGERS, George. Traction Engine 444b 

Robinson , 86, 251 , Jan. 26 ,1869. 
Seagrave, 1^9,302,001, 26. 1875. 
2,569(l858)Eng. 
1,967(1866) Eng. 
424,903. 
ROGERS, John M.Spring Propelled 

Vehicle ,.... 84 477 

Chase ,53 , 572 ,Apr . 3 , 1866. 
Padrlck,80,206,July 21,1868. 
Pugh, 302, 671, July 29,1884. 
Cole, 256, 292,Apr. 11,1888. 
Lavimore,253,072,Jan.31,188S, 
512,527. 

ROGERS , James H,,and Fraoker,Willard, 
' Electrically Propelled 

Vehicle. 123 524 

Criscom, 408, 832,Aug. 6,1889. 
Pendleton, 343, S93,June 8,1886. 
.Faure,383,561,May 29,1888. 
Sprague,324,892,Aug.25,1888. 
Phillpsborn,and SchieBiann,490,307, 

Jan. 24, 1893. 
Dewey,464,248,Dec. 1,1891. 
. Sherrin,10,647,(l889)Eng., 
Adajn8,"300,808,June 24,1884, 
Grlscom, 406, 838, July 9,1889. 
Branson, 436, 912, Septr.23, 1890. 
205,212. 

ROOT, John B.Road Locomotive 155 

Morss,ll,650,Sept.5,1854. 
116, 396. 
ROSS,John D.,and Burke, Martin. 

Vehicle 242 

ROUSH, Jacob B. See Llppy, David. 

674,762. 

ROWBOTHAM, Walter, Oil, Gas or Like 

Engine.... 76 

Sharpneok ,441,-028 ,Nov, 18, 1890. 
Grant,497,25 9,MaiV 9,1893. 
Grant ,553,450. Jan. 31, 1896. 
125. Ger. 

Pascal, 166, Jan. 21, 1861, Eng. 
Royston,13,623,Nov.l0,lS85.Eng. , 

576,158. 
RDB»Ludv/ig. Motor Driven Velocipede 77 497 

Cnr is ten, 7, 771, Dec. 14, 1893. Swiss. 
297,169. 

RUME LY, We Inrad. Per table and Trac- 
tion Engine 452 671 

Matt hews, 223 , 746 , Jan. 20 ,1880. 
273,396. 

RUMELY, William N.Road Engine 30b 606 

280,519. 

RDMSLY, William N. Traction Engine.. 308 607 
Marks ,232 ,759 , Sept . 28, ISSO. 
Aveling, 120, oll,Nov. 7, 1871. 
Barrens , 26 . 074 ,Nov. 8 , 1859. 
'^94,333. 
P.Ut5ELY,Wllliaai N. Traction Engine.. 310 608 



536 



585 



496 



Plates Claim 

Miller, 221, 900, Nov. 18,1879. 
2'34,676. 
RUMELY,Willlam N. Traction Engine.. 310 608 

2,737(l871)Eng. 

Debes, 367, 405, Nov. 14,1882. 
354,488. 
RUSSELL, Clayton W.Roaa Vehicle.. 

Jones, 17, 970, Aug. 11, 1857. 

Lake, 105, 956, Aug. 2, 1870. 
341,858. 
RUSSELL, Linus E.,and Obenchain, 

Washington, Self -Propel ling 
Vehicle 344 

MoKinley, 111 ,761,Feb. 14,1871. 

Bailey,26,466,Dec.80,1859. 

French, 148 ,439 , Mar . 10 , 1874. 

l,500(1867)Eng. 

FlttS 117,759,Aug.8,1871. 



349. 625 



622 



636 



486 



104,888. 

SAB IN, Ira A. St earn Road Vehicle..., 35 481 

Sprout, (Rej. Case )Fi led Apr. 9, 1864. 

Previse ,Aug . 17, 1869. 

Moore , Mar. 24. 1868. 

Langdon,Feb. 22 , I8ir. 

Kurd, 93, 205 ,Aug. 3, 1869. 
SALOM, Pedro G.See Morris, Henry 6. 
429,648. 
SAMMOKS, Benjamin F. Traction Engine 375 

Hart, 417, 419, Dec. 17, 1889. 

Bibb, 127, 143, May 28,1872. 

Hanks, 217, 941, July 89,1879. 
488,224. 
pAORBREY, George J. Steam Propelled 

Vehicle 44 

Corey, 59,604,Nov. 6, 1886. 

Baird, 368, 641, Aug. 23, 1887. 

Ball, 278, 077, May 22,1883. 

Burbank,428,299,May 20,1890. 

Cotter,267,158,Nov.7,1882. 

Ljmdejl03,062,May 17,1870. 

Her EJiey, 456, 567, July 28,1891. 

Cope land, 360, 760 ,Apr. 5, 1891. 
336,440o 
SAWYER, Charles H. Traction Knglne. . 348, 621 

Luce, 158,595, Jan. 18,1875. 
436,267. 

SAXON, Frank. Boiler Leveling De- 
vice for Road Engine's....... 377 637 

Palmer,293,065,Feb.5,1884. 

Cope land, 3 94, 460, Dec. 11, 1888. 
598,819. 
SCOTT, Gordon J. Velocipede ^. 136 530 

Bradley,399,372,Mar. 12,1889. 

Wels, 320. 025, June 16,1885. 
440,234, 

SCHAFFERS, Victor F. Mechanical Motor 
for Use on Land and Water 

Ways 160 540 

73,051. 

SCHEFFLER,Theordore,and Morrison, 

Henry. Traction Engine... 238 584 
614,992. 
SCHMIDT, Michael. Air Engine 115 520 

Aldridge-,336,372,Feb.l6,1886. 

Roclwell, 498, 888, June 6,1893. 

Bellamy,576,538,Feb.9,1897, 

Deneal,582,346,May 11,1897. 

Calderwood and Edwards, 590, 492, 
Sept. 21 ,1897. 

Trotter, 598, 674, Oct. 26,1897. 

Crl3ten,7,771,Dec.l4,1893.Swiss. 

Copeland, 516, 986, Mar. 80,1894. 



INDEX 



705 



ISl 



259 



425 



157 



18 



13 



441 



557 



592 



661 



659 



686 



539 



586,371. Plate Claim 

SCHMITT, Phi lip. Tender for Traction 

Engines...; 431 659 

Fuller, 552, 524, Jan. 7, 1896. 
627,066. 
SCHNKPKjJoyLn. Automobile 

Ageron,576,»33,Feh,9,1897. 

Perry, 415, 790, Nov. 2 6, 1889. 

Barrows, 5 67, 445, Sept. 8, 1896. 

Barrov/s,592,682,0ct.26,1897. 

Sherrin,12,455,Aue29, 1888. Eng. 
187,917. 
SCHOFIELDjJolm S.Vertiole Portable 

iSjQ^ XI^6« ••••••••••••••• •• 

595,254. 

SCREIBER.Wllnert B. Steering Device 
for Motor Vehicles 

0'opeland,594,460,Dec.ll,1888. 

Webster, 331, 593, Dee. 1,1885, 

Fullerton,496,053,Apr.25,1893. 
447,978. 
SCHROEDER, George G. Traction Engine 379 639 

Schulze-berge,317,583,May 12,1885, 

Clark, 122, 107, Dec. 26, 1871. 

12, 287, Series I,Vol.91.p.l51,p. 13.Fr. 
582,317. 
SCHROEDER, George G. Traction Engine, 419 

Gl Istl-op , 560 , 875 ,Apr . 12 , 1887 . 

Sawyer ,336, 440, Feb. 16,1886. 

Takken, 486, 304, Nov. 5,1892. 

J?hitney,404,371,May 28,1889. 
611,711. 
SCHULTZ, Charles L. ,and Robert A. 

Traction Engine 4S7 

Quast,521,988,J\me 26,1894. 

Fairohild,325,695,Mar 23,1880. 

Winand,525,829,Sept.ll,I894, 
317,585. 
SCHULZE-BERGE, Hermann. Road Engine 

Shepherd, 299, 427, May 27,1884. 

Hansc on, 2 70, 308, Jan. 9, 1883. 

Button and Blake, 25, 628, Oct'4, 1859 

Fulglrcm,21, 693 ,Sept. 19 , 1854. 

1, 041, July 11. 1845. Fr.. 
624,689. 
SCHUYLER, Wilt on S. Motor Vehicle... 

Palmer ,293 ,065 , Feb. 5,1884. 

CMllingworth and Thur low, 1,744, 
July 10,1861.Eng. 

Peck, 595, 203, Dec. 7, 1897. 

Duryea, 585, 159, June 22,1897. 

Crant , 603 , 62 1 , Apr .19,1898. 

St evens, 414, 173, Oot. 29, 1889. 

Blair, 159, 492, Feb. 9, 1875. 

Blackwell,291,468,Jan. 1, 1884. 

Mueller, 583, 500, June 1,1897. 
322,071. 

SCHWICKERT, August .Wilhelm and Ed- 
ward. Spring Propelled 
Carriage 

Woodruff,29S,857,Feb.l9,1884. 
169,302. 

SEAGRAVE, Frederic S. Velocipede. . .. 
621,158. 
SEDGWICK, I sham. Tract ion Engine.... 

Crumb 4Rl,811,May 5,1891. 

Peters, 365, 415, May 24,1887. 

Stewart, 484, 828, Oct. 25, 1892. 

Dutton,25,828,Nov.l7,1896.Eng. 

Crif-rin,28.407.Dec.ll,1896.Eng. 
364,866. 
SEIGNEURET, Hippo lyte J.Reaotion Wheel54 

3,944(1878)Ger. 

2,115(1867)Eng. 

2,229(l867)Sng. 

392(1868)Eng. 

3,705(1869)Eng. 
549,160. 
spiiDEN, George B.Road Engine........ 65 

\.558(l863)Enfr. | 



217 576 



475 

474 
667 



4a> 



491 



Plate Claim 
13,S09( 18F,ClEng. 
8,20r(1839)Engfc 
6,052(l8?0)Bng. 
2.757(187l)EnE. 
6,935('l855)Eng. 
780(1865)Eng. 
10(i873)£ng. 

Bravton, 15 1,468, June 2,1874. 
345,527. 

SELF .William R.stetun Vehicle 40 483 

Brown, 278, 770, June 5,1883. 

Tho)!as,258,504,HRy Hi, 1882. 

Doan,158,923,Jan. li), 1875. 

Mohr,303,153,July 15,1884. 
4,029. 

SEMPLE,J, Traction Wheel 227 582 

355,891. 

SHADD, Will lam A. Traction Engine... 550 625 

Bandelier, 280, 999, July 10,1883. 
SHAW, Richard. See Grieg, A. 
586,873. 
SHEPHERD, Hor ton H. Traction Engine. 465 675 

Willet, 461, 228, Oct. 13,1891. 

Brown and Melues ,474,984,May 17,1892. 

Russell, 47, 6e2,May 9,1865. 

Britz, 421, 908, Feb. 25, 1890. 
299,427. 

SHEPHERD ,Wil Ham L. Traction Engine 318 612 
174,706ii 
SHIVELEY, Christian R. Traction 

Engine 256 591 

Hunt, 75, 426, Mar. 10, 1868. 

Taicott,100,086,Feb.28,1870. 

Thomas at al, 115, 786, Jan. 6, 1871. 
548,470. 

SHRADER, Edwin J. Traction Engine. .. 409 654 
380,601. 
SICKLER, Fernando 0. Tract ion Engine 363 l 630 

Culver , 2 12 , 839 , Mar . 4 , 1879. 
267,607. 
SILVER, Samuel N. Velocipede 16 474 

l,909fl879)Eng. 

Buchanan, 199 ,409, Jan. 22,1878. 

Napier, 93 ,469, Aug. 10, 1869. 

Van Pelt, 190, 101, Sept. 24,1877 

J ones, 100, 960, Mar. 15, 1870. 

Moore, 92, 869, July 20,1869. 
385,881. 
SINKLER, James F.Self-Propelling 

Carriage 23 477 

Padrick,80,206,July 21,1868. 

Berrell,329,003,0ct.27,1885. 
225,027. 

SINNAMON, John. Ball and Socket Coup- 
ling for Vehicle Axles... 271 596 

Doan, 158 , 923 , Jan. 19 , 1875. 
456,889. 

SMELSER, James M. Traction Engine. . . 383 641 
597,594. 
SMITH, Adam and John. Traction Wheel 425 661 

Empie, 438, 411, Oct. 14,1890. 

Hall, 270, 662, Jan. 16,1883., 
379,996. 
SMITH, Henry D.,ar.d Walker F.H. 

Traction Engine ....= . 562 630 

Bro\'m,355,375,Jan. 4,1887. 
398,548. 
SMITH, Hezekiah B. Steam Tricy&le... 43 484 

MFret,346,662,Aug.3,1886. 

Buell, S3J.,276, Dec. 1,1885. 

Troy, 300, 290, June 10,1884. 

14,995(lS85)Eng. 

Copp land, 360, 7 60, Apr. 5, 1887. 

Cranzbaum, 173,164,Feb. 8, 1876. 

Frick,258,401,May 23,1882. 

Kelly and Dieter ,306, 403, Oct. 14, 1884. 

McKinley,lll,761,Feb.l4,1884. 

Warring ton, 235 , 051 ,Nov. 30 , 1880. 

Busl-tfiell, 259, 814, June 30.1882. 



706 



INDEX. 



Plate Claim 
616,267. 
SMITH, Hinsdale. Motor Vehicle 202 565 

Baldwin, 436, 072, Sept. 9, 1890. 

Hardingliani,593, 652, Nov. 16, 1897. 

Lewi3, 545, 962, Sept. 10, 1895. 

Woods, 585, 371, June29, 1897, 

Haynes & Apperson, 607, 116, July 12,1898. 

MuXler,582,539,May 11,1897. 

Harris, 495,733, Apr. 18,1893. 
356,265. 
SMITH, James F. Steering Apparatus 

for Traction Engine 352 626 

Monnot , 197, 485, Nov. 27, 1877. 
126,842. 
SMITH, John H. Traction Eneine. .. ... 247 587 

Barnett,45.1S0,Nov.22,1864, 

Scheffler,75,05l.Jan.7,ia68. 
6io,871. 
SMITH, Michael, H. Steeling Handles 

for Motor Cars 198 562 

593,248. 

SMITH,William C. Carriage or Cycle 

Motor 84 50) 

Selden, 549, 160, Nov. 5,1895, 

Tower , 535 , 605, Mar. 12 , 1895, 

Millett,5,197,Mar.26,1889,Eng. 

Home , 387 , 5ffl , Aug. 7, 1888. 
617,819. 
SMYSER, Louis B. Gearing for Motor 

Vehicles 205 569 

Kenna,333,525,Jaii.5,1886. 

Fair child, 230, 762, Aug. 5, 1880. 

Blanchard,Deo. 28, 1825. 

Duryea, 540, 648, June 11,1895, 
275,279, 
SNYDER, William H. and Frick,A.O. 

Traction Engine 306 606 

4,714, (l876)Eng. 
314,072, 
SNYDER .William H. Traction Engine. 388 616 

Elward,236, 565, Jan. 11,1881. 
SNYDER, William H. See Rider, I. G. 



SOUTHEY,Alfred W. Steering Wheel 
for Motor Vehicles 



200 564 



SOUTHKY, Wilfred W. See Clubbi Ernest J. 

596,281. 

SPAULDING, Hollon C. Motor Vehicle 184 

Farr ell, 513, "773, Jan. 30, 1894. 

Jones 473,843,Apr.26,1892. 

Rice, 425, 390, Apr. 8, 1890. 

Finley,307,450,Nov.4,1884. 

GuttinB8r,350,055, Sept. 28, 1886. 

Richmond, 495, 709, Apr. 18,1893. 
616,153, 
SPERRY,Elmer A. Motor Vehicle 100 

Duryea, 540, 648, June 11,1895. 

Benz, 385, 087, June 26,1888 

Harris ,495, 733, Apr. 18, 1R93. 

Jeff ery, 406, 445, July 9,1889. 

Lessen, 2, 846. (i890)Eng. 

Casalegno, 3,698, (1895)Eng. 

Phillips & Smith, 416, 493, Dec, 3, 1889. 

Serr ill, 87. 713, Mar. 9, 1869. 

Goldlng, 400, 204, Mar. 26,^889. 

Hermsjiee,532,237,Jaii.8,1895, 

Gordon, 467, 595, Jan. 26, 1892. 

Adams, 300, 828, June 24,1884. 

Clapp,577, 185, Feb. 16,1897. 

Matter, 479, 915, Axig. 2, 1892. 

Sparks, 368, 795, May 10,1887. 

Gibson, 384, 146, June 5,1888. 
Sawyer, 225, 878,Har. 23, 1880, 
Straut,552.757,Jan.7,1896. 
Benz, 386, 798, July 31,1888. 
Daimler, 376, 638, Jan. 17,1888. 
Bugby,151,353,Ma3f 26,1874. 
Ramsay ,441,583 , Nov. 85, 1890, 



554 



50£ 



Plate Claim 
232,375. 
SWINDLER, John C. and Fairchild, 

Frank L. Tr8.ction Engine. 276 598 

Rogers, 173, 498, Feb. 15,1876. 

Sanimelson, 151, 626, June 2,1874. 

Alsop,81,456,AUB.25,1868. , 

3,901, (1875)Eng. ■ 

980,(1871)Eng. 

Cooper, 225. 050, Mar. 2, 1880. 
613,732. 
STEFFENS, Matthew J. Bicycle 147 533 

Fox, 281, 859, July 24,1883. 

Jasper, 426, 384, Apr. 22, 1890. 

Barrows, 564, 684, July 28,1896. 

Ingleton, 549, 795, Nov. 12, 1895. 

Stewart, 484, 829, Oct. 25, 1892. 
487,059. 
STEELE, Elijah F. Jointed Axle for 

Vehicles 461 674 

Dickson, 280, 361, July 3,1883. 

Paugn and Fredley, 478, 758, July 12,1892. 

Kurd, 178, 858, Dec. 7, 1875. 

Latta,379,017,Mar.6,1888. 
627.359. 
STEELE, Herbert B. Automobile Vehi- 



cle 



104 



512 



Nash, 401, 453, Apr. 16,1889, 

30,201, Ger. 

Pope, 3,471,Mar. 17, 1885 Eng. 

Knight 9, 691, July 4, 1888. Eng. 

Brad ley, 531, 900, Jan. 1,1895. 

3,471, (l885)Eng. 

Winand, 561, 302, June 2,1896 , 

Mead, 541, 773, June 25,1895, 

Raymond, 521, 551, June 19,1894. 

Pinkney, 505,327 , Sept , 19, 1893. 

Drautz, 425, 224, Mar. 11,1890, 

Bridges, 548, 772, Oct. 29, 1895, 

Mead, 545. 709, Sept. 3, 1895. 

Nash, 335, 208, July 1"7,1888. 

Meads, 523, 006, Oct. 23, 1894. 

5, 189, Ger. 

2,048, Ger. ' 

2, 057, Ger. 

Pennington, 674, 262,Dec. 29, 1896, 

Millett, 564, 155, July 14,1896. 

Humes , 400, 850 , Apr. 2 , 1889, 

Hopkins, 543, 094, July 2S,I895, 

Fiester, 324, 244, Aug. 11,1886, 

Beckf eld, 432, 720, July 22,1890, 

Winter ,569,530 , Oct , 13, 1896, 

Nash, 386, 208, July 17,1888. 

Robson^243,790,Julu 5,1881. 

Hoyt,502,255,July 25,1893, 

Purnell, 408, 137, July 30,1889. 

Ragot, & Smyers, 350, 769, Oct. 12,1886, 

Robson,4,050, f 1880)Eng. 

Robbon,8,3S4,June 14, 1877. Eng. 

Astrop, 1,537, May 27,1870 Eng. 

Lake, 3, 848, Nov. 25, 1875. Eng, 

Humes, 11, 269, Sept. 4, 1886. Eng. 

Stevens, 414, 173, Oct. 29, 1889. 

Interference with Application 

of Elliott J. Stoddard, Dissolved. 
542,839, 

STEIN, Emll, G.H, Spring Operated 

Motor or Apparatus.^ .>.. 29 

Hunsaker , 197,854,Dec.4, 1877. 

Rhodes, 222, 076, Nov. 25, 1879, 

Odell, 160,460,Mar. 2, 1875. 

Gordon et al, 408, 176, July 50,1889, 

Cretcher. 246,466, ■ ,1. 

Peterson, 478,068, June 28,1892, 

Turner , 210, 580,Dec. 5, 1878, 

Faulkner , 275, 047, Feb. 27, 1885. 

Huebethal,201,528,Mar.l9,1878. 

Kent et al,506 119, Oct.5, 1895, 
618,915. 
STERLING, Clarence, Motor Vehicle... 207 



479 



570 



INOEX 



Plate 

Gautier, 311, (1893 lErv?. 

Clapp, 577, 185, Feb. 16,189''. 

Gibbons & Wilcox, 581, 816, May 4,1897. 

Monnot, 272, 745, Feb. 20,1883, 

Sternke,465,003,Dec, 15,1891. 

Woods, 585, 371, June 29,1897, 
465,003. 

STERNKE, Albert W. Mechanical Move- 
ment 460 

Pittman, 13 1,902, Oct. 1,1879. 
45t),549, 
STERNOFFrBEyER,Otto.Wheel and Axle 

for Vehicles 383 

Spindler & Fairchild,232;375, Sept. 21,1 
414,175, 
STEVENS,Bmanuel, Combined Gas & Ccan- 

pressing Air Engine 457 

543,969. 

STEVENS, Otho, Traction Engine 346 

Doan, 158, 823 , Jan. 19, 1875. 

Stout, 223, 405, June 6,1880, 

Hellinan,225,827,Har 23,1880. 
567,696. 
STEVENSON, Geo. C. Steering Device for 

Trsct ion Engine 415 

Pullerton,496,055,Apr.25,1893. 

Kranrier, 502, 230, July 25,1893. 

Webster ,& HutghiD8,560,901,May 2,1895. 
504,894, 

STEVENSON.James H. Steering Mech- 
anism for Traction Krigines400 

R6bingaon,15,820,Sept 30,1856. 

Brvin,314,924,Har 31,1885. 

Haf ley, 302, 841, July 29,1884. 

Copeland, 394, 460, Dec. 11,1888. 
484,828. 
STEWART, David S. Traction Engine,. 389 

Batter, 382, 857, May 15,1888. 

Applegrath,352,385,Nov.9,1886. 

Han8coin.467,095,Jan. 12, 1892, 

Mann. 26,195, Nov.22, 1859. 
484,829. 

STEWART.David S. Traction Engine... 389 
484,850. • 
STEWAKT,David S, Traction Kngine... 390 

mite,517,903,May 12,1885. 

ASPlegrath,352, 385, Nov.9, 1886. 

Mann,26, 195 ,Nov. 22, 1859. 
STBWARTjJdhn F. See Ellis, Geo. H. 
554,319, 
STEWART, Richard F. Self Propelling 

Vehicle 168 

Christopher, 485, 281, Sept. 27, 1892. 

crumb, 451, 811, May 5,1891, 

Cooper, 218, 714, Aug. 19,1879. 

Powers, 510, 707, Dec. 12, 1893, 

Mat ter ,479 , 915 , Aug. 2, 1892. 

Brandtner,171,915,Jaii.4,1876. 

Snyder, 536, 550, Mar 26,1895. 
176,809. 
STICKNEY,Alpheus B. Road Wagon,... 38 

Taloott, 100,086. Feb. 22, 1870. 

Cook,70, 804, Nov. 12,1867. 

Bibb, 127, 143, May 28,1872. 
684,169, 
STOCK, George M. Motor Vehicle 52 

Burdiok et al, 544, 955, Aug, 20, 1895. 

Herrington, 523, 638, July 24,1894. 

Newman, 502 , 577 ,AX3g. 1, 1893, 
623,224. 
STODDARD, Klloitt J. Gas Motor EnginelOS 

Erlcssoin,41,6l2,, Feb.16,1864. 

Robson,4,0 50,0ct.5, 1880 Eng. 

Inter fernece with Application of 
Herbert B Steele, Dissolved. 
626,935, 
STOMMEL,Hugo,Motor Vehicle 219 

Von Bon3telten,19,625,(l897)Eng. 

Ellis & Stewart, 570, 203, (1897 )Eng. 



Claim 



673 



641 
880. 



672 
623 



657 



649 



643 



644 
644 



545 



482 



481 



511 



577 



Plate 

Morris * Salom,541,001 June 11,1895. 

Bollee,239 432, Mar 29,1881. 
181,220. 
STONE, Silas B. St eajn Wagon 258 

Bailey, 26, 466, Dec. 20, 1859. 

Blanchard,Dec.38,1825. 

Robingson,15,820,Sept.30,1856. 

Mftrxdenhall, 144, 167, Nov. 11,1873. 
223,405. 
STOUT, James A. Traction Engine.., 

Page & East, 89,595, May 4,1869. 

Poan, 158, 923, Jan. 19,1875. 

Yoch, 177,052,May 2,1876. 

Stone, 105,275, July 12,1670. 

Wood, 46, 171, Jan. 51, 1865. 
491,385. 
STOUT, Janes A. Traction Engine 392 

Bridenths.1, 212, 889, Mar 4,1879. 

Parker, 267, 922. Nov.21,1882. 

Gallup, 295, 536. Mar. 25, 1884. 
492,637. 
STRATTON,ChflS H. Traction Engine, 

Parvin, (R) 4, 753, Feb. 13,1872. 

Chapin,161,006,Mar 23,1875. 
27,916. (TM) 
STRAUS & Son3,L. Trade Mark for 

Bicycles, Velocipedes & Horse- 
less Carriages, Their Parts 

and attachments 472 

259,600, 

STRIBLING,John V. Traction Engine. 292 

Pairchild,22S,295,Max 23,1880. 

Hox8ie,237, 978, Feb.22, 1881. 

Bray, 25, 289, Mar 22,1859. 
348,538, 

STRIBEING, John V. Steering Appara- 
tus for Traction Engines 346 

Stribling, 259, 600, June 15,1882. 
519,344. 

STRINGER, George, Traction Engine. . . 350 
405,000. 
STRINGER,John W. Gearing for Road 

Engines 568 

Howard & Stall, 249, 622, Nov.15, 1881. 

Shanabroolc,92,I06,June 29,1869. 
103.102. 
STUNTZ, Stephen S. Traction Machine. 241 

Glenn, 69, 987, Oct. 22, 1867. 

Miller, 24, 946, May 3,1857, 
622,729. 
STOTZMAN, August, Traction Engine.. 441 

Sammons, 429, 648, June 10,1890. 

Bibb, 127, 146, May 28,1872. 

Monnot, 272, 743, Feb. 20,1883. 

Barr, 236, 767, Jan. 18,1881. 

Greenslade, 123, 395. Feb. 6, 1872. 
284,147. 
SWEET, Chas. R. Road Engine 310 

Wheeler,34,471,Feb.l8,1862. 

Brown, 139, 233, May 21,1873, 

Cope & Maxwell, 218, 666, Aug. 9, 1879. 

Sabin, 104, 888, June 28,1870. 

Kissane,2S6,041,Dec.28,1880. 

Land & Caapbell, 229, 715, July 6,1880. 

Rowe,271,129,Jan.25,1883, 
SWINNERTON,J. See Huber,E. 
606,511. 

SYDENHAM,William & Arthur & WATKIN- 
SON, Frederick, Driving Gear 
for Motor Cars 194 

DeDlon ae Bouton,562,289, Jiine 16,1896. 

Boult,22,B09, (1896)Eng. 
605,518. 

SYMES, Henry. Mechanism dor Propell- 
ing Vehicles.. 114 

Dyer, 573, 580, Dec. 22, 1896. 

Bowley, 442, 948, Dec. 16,1890. 

0verman,446,692,Feb.l7,1891. 

Balzer. 573, 174, Dec. 15.1896, 



707 



Claim 



592 



269 595 



645 



594 646 



277 
602 



624 



617 



655 



585 



667 



608 



561 



520 



708 



INDEX 



Plp.te Cla.Tjn 



Buell,331,278 DeC.iI,lR85. 
Alldrtdge,356,3:H,Feb. io, 1886. 



894,930. 

TABER, Loyal C. Traction Engine 817 ,612 

Frlck, 256, 993, Apr. 25, 1882. 
Bandelier, 280, 999, July 10,1883. 
329,238. 

TABER, Loyal C. Traction Engine 336 619 

r«iller,227,441,May 11,1880. 
Taber,294,93&,Mar.ll,1884. 
334,623. \ 

TABER, Loyal C. Tract Ion Engine 340 620 

341,702. 

TABER, Loyal C. Tract ion Engine 343 622 

258,683, 

TAYLOR,Eclward J. Traction Engine.. . 292, 602 

Ruddrick,70,364,0ct.29,1867. 
270,999. 
TAYLOR, Edward J. and Pagenhart , C . L. 

■Road Snglne 302 G05 

121,909. 

TELLIER,Charles.Ai5imonical Engine.. 50 487 

333,360. 

TERMAN.JaiLies W. Traction Engine.. .. 337 620 

Shively, 174, 706, Mar. 14,1876. 
Marks, 232, 739, Sept. 28, 1880. 
539,926. 
THEISEN, Ferdinand. Steering Device 

for Traction Engines...... 407 652 

Clark, 43 0,833, June 24,1890. 
Fisher. 32, 99i,Aug. 6, 1861. 
572,036. 
THERYC, Charles. Wheel With Electrical 

Motor j?ab for Vehicles 127 526 

Adams, 300, 827,June 24,1884. 
Bolton, 552, 271. Deo. 31, 1895. 
287,593. 

TH0DE,Gu8tav A>Traotlon Engine,... 51,2 609 
Stone, 181, 220, Auj. 15,1876. 
Poitevent, 230, 052, July 13,1880. 
115,786. 

THOMAS, Charles F. , Craig, Andrew J. 
ajid James A., and Hathaway, 
Jerome W. Steam Road Wagon,.-. 844 586 
374,016. 
THOMPSON, Ralph P. steering Gear for 

Traction Engines 358 629 

Bollee, 239, 432, Mar. 29,1881. 
Page, 296, 998,Apr. 15,1884. 
Milliken,163,681,May 25,1875. 
495,551. 
THORP, Thomas J. Self-propelling 

Vehicle ,., 163 541 

Grout ,254, 639,Mar, 7, 1882. 
La Casse,327,697,0ot.6,1885. 
Wlrtz,91,398,June 15,1869, 
Bishop, 207, 240,Aug. 20,1878. 
Stafford, 205, 921, July 9,1878. 
3,172(1890)Ens. 
96,636. 

I IBBLES, George N. Traction Engine.. 240 585 
Smead,22 ,984,Feb. 15 , 1859. 
T?aylor,67,001,July 23,1867. 
Olmsted, 44, 448, Sept. 27,1864. 
Williams-,36,263,Aug.l9,1862. 
130,085. 

TIBBLES, George N. Traction Engine. . 249 587 
TITUS, J. C. See Ruber E. 
555,605. 

TOWER, Clinton A. Vehicls Motor 65 490 

Millet,5,199,Mar,26,1889Eng. 

Capitain and Ludwig,7,731,Apr. 26,1879,Ger. 



Plate 
248,235. 
'iOWL,Ebenizer,Road Engine......... 286 

Desohamps, 306, 093, July 16,1878. 

Mil ler, 221, 900, Rov. 18,1879. 
482,599. 

TOWNSEND, Israel. Traction Engine... 388 
COO, 290. 
TROY, Daniel S. Vehicle Propelled by 

Compressed Air 108 

Snyder , 197 ,423 ,Nov. 20 , 1877. 

Lynn, 117, 307,July 25,1871. 
317,893. 
TROY, Daniel S. Velocipede 51 

Troy, 300, 290 ,June 10,1884. 
27,938. 

TURNBULLjW.C.Air Engine 446 

610,603. 

TWICHELL, Walter E. Motor Carriage.. 197 

Mishe 1,569, 343 ,0c t . 13 , 1896. 

Ellis and Steward, 570, 203, Oct. 27, 1896. 

Powers, 510, 707, Deo. 12,1893. 

Mendenhall,(E)9, 819, July 26,1881. 

Kramer, 5 20, 688, May 29,1881. 

Thompson, 374, 016, Nov. 89,1887. 
627,282. 
TWICHELL, Walter E.Motor Carriage 

Driving Mechanism. ....... 283 

542,319. 

TWOMBLy,Willard I. Motor for Vehi- 
cles 64 

Bullard, 365, 788, July 5,1887. 
Cope land, 3 60, 760, Apr. 5, iser. 
Yarro'»T,7,467,May 19,lB88.Eng. 
Connelly,211,836,Feb.4, 1879, 
Goddu, 443, 660, Deo. 30, 1890. 



lalm 
600 

642 
517 

488 

669 

582 



581 



49C 



u 



168,117. 

UHR,John Portable Snglne 447 

Cor kliof f ,& Chalf ont ,26,012, Nov. 8,1859 

Mullin, 74,404, Feb.ll, 1868. 

Reynolds, 81, 289, Aug. 18, 1868. 
160,437. 
UMSTEAD, Will lam 0. Hand Carriage., 

Sabin, 104, 888, June 26,187C, 

Pettibone,10'9,447,Nov.22,1870. 

Chase,53,572,Apr.3, 1866. 

Rhodes , 76, 814,Apr . 14, 1868, 

Forsyth, 101, 893, Apr. 19,1870. 



66& 



13 474 



600,764. 

VANDaZKN,Bendamin^.C. Gas Engine 39 504 

WeatherhogE,4,880,Mar.l4,1884. Eng. 

Browett, 7, 547, May 22,1888. Eng. 

Connelly, *26,985,Apr.29, 1890. 

Kahn, 385, 631. July 3,1888. 

Dalton & Kenworti-(y,3,467,Aug.28. 
1879 Eng. 

Kortynski, 6,468,May 1,1888. Eng. 

Lobenhofer , is, 716,Ger. 

2,933, ( 1884 )Eng. 

8,854, (1884)Eng. 

Noble, 369, 610 Sept. 6,188''. 

Carwick,356,570,Jan.25,1887, 

Stevens 414, 173, Oct. 29, 1889. 

3,467, (1879)T5ng. 

3,869, (1880)Eng. 
609,253. 
VANDUZEN, Benjamin C. Traction Engine431 664 

Jones, 473, 343, Apr. 26, 1892. 



INDEX 



709 



Plate Claim 

Land & Campbell, 229, 715, July 6,1880. 

Mendenhall, 321, 516, July 7,1885. 

Hsndenhall, 344, 453, June 29,1886. 

Clark, 430, 833, Jvine 24,1890. 

23,786,(l892)Eng. 

Hoch, 151,129, May 19,1874, 

Smith, 398, 448, Feb. 26, 1889. 

BeniS, 386, 798, July 31,1888. 

Troy, 300, 290 Jvrne 10,1834. 

Troy, 317, 893, May 2,1885. 

Quast, 521, 988, June 26,1894. 

Landis ,268, 868, Deo. 12, 1882. 

Brown & Hoag, 226, 560, Mar. 16,1880. 

Glllett, 493, 082, Mar.7, 1893. 

Powers, 510, 707,Dec. 12, 1893, 

Leach & Olds, 292, 924, Feb.5, 1884, 

Heggem,400,486,Ai)r.2,1889. 

Edward ,236 565 , Jan. 11, 1881. 

Kramer, 520, 683, May 29,1894. 

Hunt ington,411 , 196, Sept . 17 , 1889. 

Bean, 157, 904, Deo. 82,1874. 

Frick, 243, 881, July 5,1881, 

Benz,385.,087,June 86,1888. 

St one, 181, 280, Aug. 15,1876. 

Yost,lo,050,Jan.3,1856. 

Fitts,117,?bO,Aug.8,1871. 

391 ,740, Oct, 23, 1888. Eng. 

Slraight,371,991,0ct.2S,1887, 
614,907, 
VENNKR.John F, Vehicle Propeller.. 468 676 

Koski, 581, 595, Apr. 27, 1897, 

Ross,68,115,Auj:.26,1867. 

Karlson, 500, 583, June 4,1893, 

Kvihr, 393, 071. Nov. 20,1888, 
618,525. 

VESSEY, Henry, Portable Engine Truck 439 666 
451,144, 
VINCENT, Clias .A, Vehicle Running 

Gear 459 672 

Doan.158,923, Jan. 19,187 5. 



W 



38 



189,977. 

WADE, George W. Steam Road Engine... 

Sinclair, 99, 114, Jan. 25, 1870. 
234. 8S4. 

WAGNER ,Aasberth,H, Steam Engine for 
Traction Vehicles 

Fontaine, 114, 429-,May 2,1871. 

Banner, 204, 282, May 28,1878. 
557,431, 
•SALKER, Francis ivi, Traction Engine 

Driving Gear 355 

193,737. 

WALKER, Leander, Traction Engine.... 260 

WALKER, Francis M.See. Si!iith,Henry D. 

624,414. 

WALTERS, Julius W.Motor Wheel for 

'vehicles 217 

,12,676(l895)Eng. 

Becker, 60 5,070, June 7,1898. 
235,051. 
WARRINGTON, Curtis H.Road Engine.. 51 

3mith and Copi:)ett ,141, 242, July 29,1873 
358,952. 
WATEROOS, Charles H. Portable Engine. 454 

Spence,54,428,May 1,1866. 
607,308. 
WATKINS, Leigh. Wagon Steering and 

Driving Mechanism 42R 

Str ibllng , 259, 600 ,,Iune IS ,1882. 

Ellis, 161, 2X7, Mar. 2?, 1375. 
WATKINSON,Frederlolt,See 5ydenliani,Wm. 
597,042. 
WATTLES, Luther H. Motor Cycle.... 



433 



277 598 



626 
592 

575 

487 
671 

663 



592 



336 619 



651 



655 



600 



86 



502 



Plate Claim 
Klnsman,470,825,Mar.lS,1892. 
Oils, 13 1 , 895 , Oct . 1 , 1872. 
Sifckle 3,294,086, Feb. 26, 1884. 
Bolton, 552, 312, Dec. 51, 1895. 
Carioso,575,May 7, 1853. Eng. 
182,139. 
WEATHERSBEE,Wil3on.Locomotlve Wheel 258 

Peabody,61,682,Jan.29,1867. 
351,593. 

WEBSTER, Daniel W. Traction Engine. 
Ervin, 314, 924, Mar. 31, 1885. 
Palmer, 293, 065, Feb. 5, 1884. 
Palmer, 293, 067, Feb. 5,1884. 
535,567. 

WEBSTER, Mart in and Hut chins, Peter W. 
Steering Device for Trac- 
tion Engines 405 

Talcott, 100, 086, Feb.28, 1870. 
Helpenstine, 364, 411, June 7,1887. 
t59,643. 
BEILER,Nick. Steering Device for 

Traction Engines 413 

847,783. 

WESTINGHOUSE,John,Moore, Spencer ejid 
Westinghous?,H.H. 

Traction Engine 235 

yoeh(R),9,052,Jan.20,1880. 
Baker, 23, 955, July 3,1860. 
Jlllson,227,259,May 4,1880. 
WETZELL, Henry T.See Burdlok,Alfred. 
34,471. 

WHEELER, Norman W. Locomotive 446 869 

480,757,, 

WHITE, Henry.Rcad liocomotlve 387 642 

PalEier,293,067,Feb.5,1884. 
Hudson, 300, 869, June 24,1884. 
James-,208 , 738 , Oct . 8, 1878. 
Leigh, 343, 916, June 15,1886. 
Drlyer,458,999,Sept.8,1891. 
YlngSt,426,518,Apr.29,1890. 
317,903. 

WHITE,J. Claude, Traction Engine., 
Hooton, 183 ,475 , Feb. 6, 1872, 
Custer, 217, 073, July 1,1879. 
Edwards, 219, 452, Sept. 9, 1879. 
Hanscom. 270 ,508 , Jan. 9, 1883, 
403,811. 
WHITE, J. Claude. Anchoring Device for 

Portable Machines 368 633 

Gordon, 107, 249, Sept. 13, 1870, 
80,377. 

WHITEHEAD , Job. Carriage 11 473 

301,218. 

WHITNEY, George E. Engine 466 675 

Warden, 442, 156, Dec. 9, 1890. 
Grossman, 34, 513, Ger. 
North, 164, 757, June 22,1375. 
Moore, 382, 546, May 3,1888. 
Parkinson, 66, 307, Ger. 
Harden, 78,280,Mar. 26, 1868. 
Jordon.et al, 145, 876, Deo. 23,1873. 
King, 66, 560, July 2,1867. 
Morey ,433 ,576 , Aug. 5, 1890. 
Arson, 241, 586, May 17,1881. 
Hllderbrandt,422,213,Feb.25,1890. 
Coale,315,738,Apr. 14,1885. 
Pai-ker et al,805,409,June 25,1878. 
9,140(l84l)Eng. 
Lev/is, 506, 845,May 15,1894. 
Duryea,572,051,Nov.24,1891. 
Davy, 310, 387, Jan. 6, 1885. 
Frlck,331,488,Dec. 1,1885. 
Collins, 1,054, Dec. 51, 1858. 
Pattison,217,477,July IS, 1879. 
Knapp, 129, 833, July 23,1872, 
McGowan, 197, 528,N0V. 27 , 1877. 
Randall, 270, 842, Jan. 16,1883. 
McLean, 295, 033, Mar. 11,1834. 
»Hddell,478,022,J\me 28,1893. 



330 



617 



710 



INDEX 



Plate Claim 
Evans, 401, 080, Apr. 9, 1889. 
Swain, 234 , 627 ,Nov. 16, 1880. 
Thornycroft, 454, 390, June 16,1891. 
Linn, 298, 418, Fe'b.26, 1889, 
Br.aggins,402,896,May 7,1889. 
Mccracken, 2 13, 224, Mar, 11,1879. 
WHITT INGHAM, John. See Grieg, A. 
WILCOX, Margaret. See Gibbons, Robert J. 
55,209. 

WILKINSON, John G. Traction "/heel. .. 155 538 
280,428. 

WILKINSON,Wllliani. Traction Engine.. 451 671 
Shaw, 50 ,282 , ct . 3 , 1865 . 
Ferno Id, 69, 350, Oct. 1,1867. 
Kollock,157,216,Mar.25, 1873. 
Gildoy,228,057,May 25,1880. 
281,813. 

WILLSON, Albert O.Tractlon Engine.. 309 608 
Burdett,224,868,Feb.84,1880, 
Yale, 238, 014, Feb. 22 jl88r. 
264,500. 
WILSON, Thomas F. ,and Gorhaia,A.L. 

Device for Leveling Boilers 

of Road Engines 296 603 

Bean,236,756,Jan. 18 1887. 
"525,82rs 

WINANDjPaul A.N. Traction Engine... 404 651, 
Fainter, 241, 445, Ma^ 10,1881. 
Allen, 304, 155, Aug. 26, 1884. 
Landis ,246,019 ,A\ig. 23, 1881. 
Landis,245,841,Aug.l6,1881. 
Gray, 495, 182 , Apr. 11, 1893. 
Cooper,225,050,Mar.2,1880. 
Fairchild ,230 , 762 ,Aug. 3 , 1880. 
Carleson, 292, 095, Jan. 5,1884. 
Bridenthal,252,720,Jan.24,1888. 
610,466. 

WINTON, Alexander. Motor Vehicle..., 99 508 
Peck, 595, 203, Dec, 7, 1897. 
Hertel,583,749,J\ine 1,1897. 
Cook, 569, 175, Oct. 13,1896 . 
Baker, 683, 018,May 25,1897. 
f Hart, 417,419, Dec. 17,1889. 
-^ Friok,-256,993,Apr.25,1882. 
Blessings, 391, 774, Oct. 30, 1888. 
Monnot , 272 , 743 , Feb. 20 , 1883 . 
Woods, 585, 371, June 29,1897. 
Duryea, 540,648, June 11,1895. 
Rub, 576, 158, Feb. 2, 1897. 
Benz,385,087,jTine 26,1888. 
FarreH,513,775,Jan,30,1894. 
614,918.. 

WITTENMYER,Albert F. Traction Engine 438 665' 
Best, 538, 763, May 7,1897. 
Terman,S3S,360,Deo.29,1885. 
Frick, 243, 881, July 5,1881. 
547,511. 

WOLFMILLER,Alois.Velocipede....,r.. 65 491 
Van Renne3,6,726,Apr.l8,1891.Eng. 
Butler, 15, 598, Nov. 15, 1887. Eng. 
Millett,5,199,Mar.26,1889.Eng. 
Rockwell, 493, 888, June 6,1893. 
Capitaine, 410, 729, Sept. 10, 1889. 
585,371, 

WOODS, Clinton E. Motor Vehicle 129 527 

Bol lee, 259, 432, Mar. 29, 1881. 
Eur ye a, 540, 64 8, June 11,1895. 
Humbert, 358, 090, Nov, 2, 1886, 
Mansfield, 441, 771, Dec, 8, 1890. 
Packham,425 , 627 ,Apr . 15 , 1890. 
MoDougall,412,528,0ct.8,1889. 
Benz, 386, 798, July 51,1888. 
Hass,539,73e',May 21,1895, 
Upton, 209, 367, Oct. 29, 1878. 
Hannne Iman, 149, 393 ,Apr , 7 , 1874. 
Saubrey,488,224,Bec.20,1892. 
619,527. 

WOODS, Clinton E. Motor Vehicle 211 572 

Morris and Salom, 579, 890, Mar. 50, 1897. 



Plate Claim 
Morris and Salom, 541, 001, June 11,1895. 
285,942. 
W00LSEY,John S. Road Engine 39 483 

Yoch,269,496,Dec,19,1882. 

Alger, 115, 802, June 15,1871. 
375,307. 
WOOTTON , William S. Road Engine 360 629 

Luce, 158, 595, Jan. 12,1875. 

Freeman,282, 299, July 31,1883. 

Loud, 871, 343, Jan. 30, 1883. 

Locke, 106, 378, Aiig. 16,1870. 

Elf ers, 244, 117, July 12,1881. 

Splindler & Fairchild, 238 32S,Sept. 
20,1880. 
3«7,612. 
WOOTTON .William S. Road Engine.... 364 631 

Kr oh, 351, 112, Oct. 19, 1886. 

Welch,S21, 557, July 7,1885. 
591,027. 

WOOTTONjWilllam S. Road Engin§.... 425 660 
546,974. 

WORRELL, Stanley E. Road Engine.... 158 539 
581,951. 
WORTH,Willlam 0. Traction Engine.. 419 659 

Wheeler, 34, 471, Feb. 18,1862. 

Lavick,183 , 17r,0ct. 10, 1876. 

Hanscom, 124, 574,Mar. 18, 1872, 

Barhett ,4&, 130 ,Nov. 22 , 1864. 

Bushnell,259,814,J\me 20,1882. 

Newhouse, 456, 590, July 88,1891. 

Simon, 93, 951, Aug. 17, 1869. 

Chamberlain,3S7,979,Feb.l5,1887. 

Hersberger, 312, 633, Feb. 24,1885. 

Greig & Eyth,980, (1871) Eng, 
' Applegrath,S52,585,Nov.9,1886. 

Duryea,540,648,J\ane 11,1895, 

H\mtinston,411,196,Sept'.17,1889. 

Stewart,484,828,0et.25,1892. • 

Stewart, 484, 829, Oct. 25 ^1892. 

St one, 181, 220, Oct. 15, 1876, 

607,319. 

WORTH, William 0. Motor Vehicle... = 195 561 

6illett,493,082,Mar.7,1893. 

Bollee,839,432,Mar.29,1881. 

Barker, 583, 018, May 25,1897. 

Llbbey,447,616,Mar.3,1891. 

Bollee, 584, 666, June 15,1897. 

cook, 569, 175, Oct. 13, 1896. 

Harr is, 495, 733 , Apr. 18, 1893. 

Harris et al,124 327,Har.5, 1872. 

Gibson, 384, 146, J\ine 15,1888. 

Benz, 386, 798, July 31,1888. 

Woods, 585, 371, June 29,1897, 

Maxim, 594, 805, Nov.30, 1897. 

Baldwin,436,078,Sept.9,1890. 

Brown et al, 474, 984, May 17,1892, 
539,013. 

WRIGHT, Edward T. Brake for Road En- 
gine 



407 65J. 



177,052, 

YOCHjBenhard, Portable & Road Engine 267 591 

Jones, 17, 970, Aug. 11, 1857. 

Talcott, 100, 086, Feb. 22, 1870. 
9,052. (R) 
YOCH,Benhard Portable Engine...... 444b 592 

Avellng and Porters Engines, Vol. 6, 
p. 55, "Engineering" London. 

Clayton and Shuttleworth' s Engines, 
Vol. 10, p. 73, "Engineering" London, 

Fowler & Co. Engine, Vol. 38, p. 74-78 
"The Engineer" London. 

Mendenhall, 144,467,Nov. 11, 1873, 
269,496. 
YOCH.Benhard, Tract ion Engine 301 606 



INDEX 



Plate Claim 

Story, 51, 098 Nov.21,1865. 

Weston, 75, 092, Mar, 3, 1868. 

Fawkes,33,882,Dec. 10, 1861. 

St. John, 8, 214, July 8,1851. 

Si:aw,14,170,Jaii.29,1856. 
15,050. 
-YOST, George W.N. Traction Wheel. . . 230 583 

Bar iow,Aug. 13,1850. 

Sewell & Sev/ell, fRejBOted May 28,1851, 
Withdrawn, June 23,1853.) 

Kvarts,Jan. 5, 1841. 

See Alex. Goraon's Treatise on Loco- 
motion for the Earl of Dun Donald's 
Locomotive Steam Drag. Plate l,p.p. 
21 -23-25-79-& 258. , also two pats, 
of said DunDonald. one in.Meoh. 
Mag. Vol. 22, p. 193 & 197, and the 
other in the London Journal of 



711 



Plate Claim 



Arts ana Sciences. Conjrd. 
Series Vol. 182, 313. 
282,082. 

yoONG, Franklin E. TrRctlon Wheel.. 156 539 
Elfers, 244, 117, July 12,1881. 
Clark, 194, 956, Sept. 11,1877. 
Prosser ,110,86S,j8n.lO,1871-. 



611,166. 

ZERBAN, Jr. Robert J. Traction Engine 436 665 

Deties,267,405,Nov. 14,1882. 

Mohr, 502, 153, July 15,1884, 

Landis,268,808,D€c. 12,1882. 

Westinghouse et al, 247, 723, Sept. 27, 1881. 

Ulrich, 300, 953, Mar. 5.1878, 



Chronological List 

UNITED STATES PATENTS, 

In the. Classes of 
ELECTRIC LOCOMOTIVES .BATTERY SYSTEMD,TRACTION WHEELS, PORTABLE ENGINES AND STEPPERS, 



ELECTRIC 

£AIIiWAYS. 



Electric 
Looomotives. 

Electric 

Control. 

1880-S'i?.26? 

1883- 2V'^, 490 

1885-318,668 
321,149 
324,173 

1886-340,684 
354,793 

1888-580,879 
385.053 
335,055 
386,543 

1889-406,798 
407,188 
417,338 

1890-422,266 
425,076 
425,883 
429,687 
431,649 
432,136 
434,148 
434-, 687 
440,976 

1891-445,654 
456,254 
459,690 

1892-474,031 

475,491 

1893-494,705 

500,066 

501,246 

501,488 

1894-514,429 

517,948 

520,780 

520,787 

1896-543,435 

551,587 

1896-662,925 

572,706 

1897-588,528 

592,225 



Electro- 
Mechanical 
Control. 

1883-271,042 
1884-506,313 
1885-350,605 
1886-345,845 



1889 
1890 



1888-382,876 
382,990 
385,672 
389,229 
401,970 
424,699 
424,810 
428,917 
429,314 
433,210 
435,401 
453,402 
434,147 
434,391 
437,210 

1891-444,479 
449,752 
458,584 
486,068 
495,428 
494,344 



1898 
1893 



1894-E 



1895 
1897 



518,221 

531,366 

•549,485 

■575,490 



Motor 

or Axle. 



1882 
1883 
1884 

1885 
1886 
1889 

1890. 



-259,589 
-283,761 



■cue, - Ui 

■300,827 

300,828 

•325,915 

■339,073 



1S91 



■000,^.0 

■402,311 
418,84.3 
.432,501 
433,180 
433,181 
433,903 
433,904 
436,728 
439,577 
439,584 
440,717 
440,718 
-446,821 
448,840 
449,709 
450,742 
451,980 
451,981 
452,005 
452,035 
452,621 
452,622 
452,992 
454,008 
456,970 
459,024 
460,040 
462,751 
463,315 



1892-466,832 
467,969 
468,526 
470,687 
473,365 
473,674 
474,331 
474,857 
475,160 
478,139 
478,242 
478,477 
483,204 
487,114 

1893-491,666 
491,667 
4&3,942 
493,969 
496,550 
511,448 

1894-513,401 
513,939 
515,895 
516,516 
517,997 
520,111 
522,854 
527,126 
529,67^ 

1895-533,861 
542,617 
547,323 
550,344 

1896-570,119 
570,945 
572, 036 

1899-625,802 

Single and 
Multiple 
Motor, 



1890 



1891 



-424,911 
428,669 
431,720 
442,459 
-448,927 
453,816 
457,036 
457,102 
457,357 
1892-466,914 
470,656 
470,817 

A »7C ci*je\ 



1895- 



1894- 

1895 
1896 



475,970 
488,! 



rtod,930 
•498,577 
500,067 
510,661 
510,947 
580,828 
527,927 
546,560 
558,491 
569,802 



1897-592,965 
596,135 

1898-608,137 
609,977 

Traveling 
Dynamo. 
1885-320,025 
1889-399,372 

409,116 
1890-426,650 

434,993 
1891-464,090 

464,342 
1892-475,702 
1894-519,674 
1895-537,673 

546,191 

550,008 
1898-598,819 

614,709 

615,592 
1899-635,288 

Electric 
Locomotives. 



1882 
1885 
188S 
1887 



1888 



•857,298 
■281,859 
•520,092 
-556,579 
567,069 
571,853 
571,936 
575,046 
-377,119 
377,622 
381,650 
389,230 
1889-416,366 
1890-419,753 
422,559 
424,818 
432,142 
434,563 
457,158 
441,213 
445,019 
-450,846 
454,888 
-466,559 
469,799 
475,493 
478,591 
•489,885 



1891 
1892 



1895- 



1894 
1895 



■4Ba,8B3 
505,487 
606, 7°° 
518,0 



606,786 

.518,006 

518,295 



1/ AU, cta\i 

•558,525 
545,404 
550,220 



545,404 
550,220 
551,664 



551,996 



1897-574,652 

579,527 

589,643 

1898-609,043 

1899-632,805 



SYSTEMS 




Battery. 


1882-269, 


092 


1885-310, 


724 


32 5, 


199 


1886-343, 


595 


347, 


768 


553 


889 


1888-377 


107 


378, 


864 


585, 


561 


584, 


562 


384, 


576 


384, 


580 


584, 


681 


384 


808 


S84 


910 


384 


911 


384, 


912 


385, 


054 


385 


097 


585, 


180 


58S' 


727 


388, 


514 


392 


675 


595, 


572 


594 


755 


1889-398 


222 


406 


853 


407 


086 


407, 


093 


407 


095 


407 


689 


408 


231 


408 


232 


413 


151 


417 


,2S9 


X890-421 


,464 


424 


,817 


425 


493 


427 


459 


455 


851 


454 


579 


454 


,580 


454 


,581 


454 


,482 


454 


,863 


455 


,040 


438 


»i9a 


439 


,237 


459 


,59S 


440 


,568 


441 


,505 


442 


744 



1891-446,817 
455,019 
458,545 
460,614 
461,969 
464,246 
464,248 
464,557 

1892-471,447 
473,871 

1803-495,221 
500,022 
602,297 
504,484 

1894.512,527 
512,907 
517,154 
525,554 

1895-554,854 
544,450 
547,441 

1896-552,271 
565,407 

1897-596,272 
596,273 



596,274 
1898-598,'-"' 



,314 



-598,314 
602,302 
603,198 
604,874 
§05,013 
607,997 
(R)11,780 
613,732 
1899-617,192 
625,955 
636,953 
687,066 
627,133 



INDEX. 



713 



IRACTION 
WHEELS. 



1856-Ruggles 
July IS. 

1846- 4,908 

1850- 7,427 

1856- 15,049 

1658- 19,947 

19,986 

20,318 

21,259 

1859- 23,289. 

23,853 

26,195 

1861, 32,285 

32,477 

1863- 38,464 

1864- 44,078 
1867- 61,231 

64,134 

66,269 

69,987 

1869- 98,126 

1870-102,107 

104,845 

105.598 

(R 14:72) -S65S 

107,702 

109,907 

1871-111,313 

112,295 

114,369 

117,174 

117,422 

117,760 

118,934 

119,878 

(R) 4,753 

119,922 

1872-122,848 

122,850 

124,186 

124,778 

129,475 

130,892 

133,605 

1873-135,240 

136,677 

137,065 

138,404 

138,469 

138,578 

138,707 

139,711 

1874-148,439 

154,519 

156,167 

158,206 

1875-158,595 

161,006 

168,866 

1876-178,859 

181,745 

1877-185,856 

186,582 

192,923 

193,680 

194,956 

196,280 



196 

196 

■ 198 

1878-209 
210 

1879-211 
218 
212 

1880-224 
226 
231 
232 
2S4 
235 
235 

1881-236 
238 
243 
244 
245 
246 
247 
247 
249 
250 

1882-252 
253 
254 
257 
257 
259 
259 
262 
262 
263 
263 
264 
266 
268 
268 

1883-269 
270 
273 
275 
276 
279 
282 
282 
282 
286 
287 
(R)10 
289 
289 

1884-301 
302 
303 
(R)10 
303 
303 
304 
508 
309 

1885-317 
322 
323 
325 
326 
328 
331 
331 

1886-335 
3S6 
336 
339 
342 
342 
342 



,331 
,843 
,266 
,451 
,206 
,201 
,235 
,663 
,741 
,209 
,781 
,395 
,220 
,167 
,722 
,646 
,014 
,463 
,296 
,564 
,064 
,203 
,792 
,451 
,701 
,348 
,098 
,873 
,467 
,523 
,135 
,814 
,752 
,758 
,342 
,566 
,051 
,924 
,058 
,609 
,990 
,662 
,532 
,035 
,530 
,963 
,022 
,197 
,758 
,312 
,801 
,851 
,150 
,294 
,743 
,020 
,284 
,727 
,886 
,588 
,598 
,905 
,417 
,719 
,188 
,591 
,750 
,109 
,068 
,068 
,971 
,904 
,649 
,650 
,012 
,314 
,606 
,912 



343,^148 . 



344,386 
344,852 
345,342 
346,410 
348,786 
351,749 
352,357 
352,483 
354,702 

1887-556,472 
357,034 
357,035 
358,532 
363,027 
266,243 
267,303 
370,714 
371,142 
372,426 
373,887 

1888-376,703 
383,625 
384,797 
385,449 
386,169 
388,423 
388,763 
391,045 
391,740 

1889-396,862 
401,080 
(R)ll,168 
401,367 
403,321 
403,864 

1890-418,673 
424,365 
325,662 
425,663 
425,664 
425,665 
430,309 
431,904 
435,483 
435,493 
437,674 
438,411 
440,234 
442,780 
443,126 

1891-455,481 
458,290 
458,999 
462,709 
463,739 

1892-478,577 
482,599 
483,220 
-489,400 
499,514 
500,819 
508,167 
509,221 
510,668 

1894-514,061 
521,687 
523,098 

1895-532,941 
534,915 
543,075 
547,794 
552,295 

1896-555,330 
558,519 
559,866 

1897-578,932 
581,278 
581,333 
584,218 



1893- 



584,369 
586,873 
692,683 
592,800 

1898-597,594 
597,774 
609,717 
609,834 
613,297 
613,298 

1899-618,803 
622,235 
633,282 
635,246 
636,890 
639,298 
639,758 



STEAM 

ENGINES. 

Portable. 



1859- 26,012 
26,230 

1860- 28,47^ 

1861- 31,455 

1862- 34,087 
1865- 50,983 
1867- 70,364 

70,407 
75,348 
83,457 
84,132 
1871-118,21 



1868- 



1872 



120,617 
120,930 
121,864 
72-122,534 
123,367 
125,577 
129,833 
132,799 
1873-136,886 
142,459 



1874 



143,750 
145,525 

-155,958 

1875-166,541 
168,117 
168,600 

1876-176,618 
18p,906 

1877-187,314 
190,046 
194,452 
19.7,584 

1878-202,853 
2 05,867 
208,213 

1879-212,442 

214,347 

217,956 

219,770 

-220,631 

1880-223,746 
224,735 
227,417 
227,566 
234,824 
235,077 



1881-236,312 
241,586 
248,857 

1882-257,444 
262,044 

1883-276,948 
278,822 

1884-297,169 

299.607 

(R)11.212 

300,270 

1885-314,172 
326,642 

1886-335,479 
347,420 
352,283 

1887-358,952 
360,760 
364,881 
365,788 
366,440 

1888-375,815 
381,192 
384 ,,922 
388,444 

1889-395,933 

396,113 

-417,506 

1890-426,060 
426,061 
426,062 
428,573 
443,481 

1891-444,549 
445,756 
449,588 
453.525 
(R)ll,211 
456,567 
■457,792 
457,793 
461,466 

1893-491,040 
495,243 
505,151 
509,919 

1894-528,067 
529,490 

1895-535,734 
547,089 
552,109 

1896-568,164 

1897-578,031 
585,623 
585,624 
586,605 
1898-601,218 
616,086 
616,089 



TRACTION 

ENGINES. 

Steppers. 



1849- 6,334 

1858- 19,468 

1860- 29,879 

1868- 74,176 

1869- 95,032 



1870-100,086 

106,577 

107,235 

1871-119,306 

1872-128,178 

128,543 

129,437 

129,984 

1874-150,356 

1876-185,653 

1877-197,423 

1878-206,176 

1879-212,226 

219,250 

221,354 

1880-227,096 

1882-267,464 

269,614 

1883-271,129 

287,709 

1884-296,862 

1885-518,194 

1888-588,692 

1889-4^05, 553 

1891-455,240 

461,441 

1898-480,626 

1893-^93,267 

506,695 

1896-557,329 

1898-fill,567 



HART «& VON ATXSi, 

lithograjphers akd engravers, 

320-322 Pearl St., N. Y. 



.11 U 6 1 9 



i 






i 




mm 



LIBRARY OF CONGRESS 




013 398 572 4 



